International Harvester Company – NAVISTAR INTERNATIONAL CORPORATION I

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

International Harvester Company

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

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

 Advertisement for 1940 International Tanker Truck

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

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

History

Cyrus Hall McCormick patented an early mechanical reaper

Founding of the company

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

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

 An International Harvester tractor built in 1920

 1954 R-110 series pickup

The golden years of IH

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

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

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

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

Downfall

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

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

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

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

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

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

Divisions and products

 International 660 in rural Saskatchewan

Agriculture

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

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

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

The early tractors

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

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

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

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

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

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

 1954 IH Farmall Super C

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

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

The letter and standard series

 A McCormick Farmall tractor.

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

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

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

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

60 Series recall

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

1960s

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

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

1970s

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

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

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

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

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

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

1980s

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

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

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

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

Brand names of the Ag division

 McCormick Deering Tractor

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

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

Other agricultural products

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

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

Electrall

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

Vehicles

Light duty trucks

 1911 International Harvester Auto Wagon

 1927 International one-ton stakebed

 1954 R-110 series pickup

 1957 A-series pickup

 1961–1962 IHC C-120 Travelette

 1956 international pickup.jpg.

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

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

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

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

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

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

Medium/heavy duty

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

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

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

Military

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

Motorhomes

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

Overseas subsidiaries

Australia

Utility

 1953 International Utility

Australian Army designs

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

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

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

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

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

 NZFS 1969 C1800 Butterbox ACCO.

ACCO

 International ACCO

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

Brazilian subsidiary

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

U.S. Truck series since 1960

Loadstar (1962–1979)

 IHC Loadstar as an airport fire truck in Greece.

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

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

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

Pow­er­train

Gasoline

IHC V-304 V8

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

Diesel

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

Navistar 7000 series (2005-)

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

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

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

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

Op­er­a­tors

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

S series (1977–2001)

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

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

 Navistar International 4900 dump truck

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

Mod­els

 Wayne Lifeguard school bus with International 3800 chassis (retired)

 Navistar International bus in Mexico.

Trucks (International Harvester)

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

Trucks (Navistar International)

• 4600
• 4700
• 4900
• 8100
• 8200

Buses

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

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

Pow­er­train

Gasoline Engines

International Harvester

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

Diesel Engines

V8

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

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

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

Inline-6

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

TranStar 8000 series (1989–)

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

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

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

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

Home

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

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

Lawn and garden

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

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

Home appliances

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

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

Other products

Weapons

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

HT-341

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

See also

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

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Coca Cola eStar electric truck at Washington D.C.

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

Honourary Colonel’s Dinner at 438 ETAH

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References

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

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

External links

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

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

SUPERIOR Coach Company Ohio USA

Superior Coach Company

Superior Coach was once a school bus body and professional car manufacturer, but today it focuses on building hearses and is located in Lima in Allen County, Ohio.

History

Garford Motor Truck Company – logo 1912

 Russian WWI Garford-Putilov armoured car based on Garford truck 1912

Garford Motor Truck Company

In 1909, the Garford Motor Truck Company was established in Elyria, Ohio, a small town 30 miles outside Cleveland.

By June 1912, the company was awarded a lucrative contract with the United States Post Office. The first order called for 11 trucks; the following for 20 trucks, for a total of 31 trucks. “This is very significant of the practical efficiency of this most advanced commercial car.” The post office had experimented for two years “with practically every truck made.” They tried not only all the leading American trucks but the foreign trucks as well. The test resulted in the Garford being awarded first honors. The Garford proved to be the most practical truck under all conditions.

 Truck of Garford 4×4 Motor Truck Company 1916

 Garford Motor Truck Company 1912

Superior Coach

ord Motor Truck Company

In 1909, the Garford Motor Truck Company was established in Elyria, Ohio, a small town 30 miles outside Cleveland.

By June 1912, the company was awarded a lucrative contract with the United States Post Office. The first order called for 11 trucks; the following for 20 trucks, for a total of 31 trucks. “This is very significant of the practical efficiency of this most advanced commercial car.” The post office had experimented for two years “with practically every truck made.” They tried not only all the leading American trucks but the foreign trucks as well. The test resulted in the Garford being awarded first honors. The Garford proved to be the most practical truck under all conditions.

Superior Body Company

In 1925, the company changed its name to the Superior Body Company and moved its operations to Lima, Ohio, where it occupied a new plant housing a large manufacturing facility and administrative offices. The company diversified, introducing a line of hearse and ambulance bodies (known as professional cars and becoming a major producer of school bus bodies for the U.S. and Canada as well as export markets. For its professional-car platforms, Superior signed an agreement with Studebaker, thus gaining instant access to some 3000 dealers and Studebaker’s chassis engineering. The company saw continuing success for several years and, on the strength of this arrangement, rose to a prominent position in the professional-car business; by 1930 Superior and Studebaker had the only complete line of professional cars in the North American market. In 1938, having achieved success and having established a dealer network of its own, Superior left the partnership with Studebaker and began building bodies on General Motors platforms.

Superior Coach Company

The company changed its name to Superior Coach Company in 1940. And the years that followed saw hearses styled on Cadillac, LaSalle and Pontiac chassis. By 1949, the company had added Chrysler, DeSoto and Dodge chassis to its funeral coach line, offering customers a smaller investment and lower overhead. School bus bodies were built primarily on Chevrolet/GM, Dodge, Ford, and International Harvester truck chassis. In 1951 the Lima facility was expanded and a new facility in Kosciusko, Mississippi was dedicated.

Sheller-Globe Corporation

In 1969, Superior Coach Company was acquired by an industrial conglomerate and auto parts maker, the Toledo, Ohio-based Sheller-Globe Corporation. The 1977 model year saw a major downsizing in the automobile chassis used for the professional car business. The ambulance sector switched to larger vehicles based upon van, cutaway van chassis, and truck chassis. The watershed year of 1977 also brought new Federal Motor Vehicle Safety Standards-(FMVSS) for school buses built after April 1, which increased both costs and engineering challenges. In addition to higher costs, at the same time, a downturn in North American school bus purchase volumes began as the children of the Baby Boom completed their elementary and secondary educations.

By 1980, Superior was one of the “Big Six” school bus body manufacturing companies in the United States, competing with Blue Bird Body Company, Carpenter Body Company, Thomas Built Buses, Inc., Ward Body Company, and Wayne Corporation, as well as Gillig Corporation and Crown Coach Corporation (manufacturers which traded primarily on the West Coast). Bidding competition for reduced volumes became devastating to profits and even liquidity. In 1979, Ward declared bankruptcy, reorganizing as AmTran the following year which later became IC Bus.

Faced with these challenges, industry over-capacity among school bus manufacturers, and the loss of ambulance business in the professional car sector, Sheller-Globe Corporation liquidated its Superior-related investments in late 1980, and portions of its assets were sold.

 

1950s-supercruiser

1964-superior-3100-5200

1964-superior-3100-5200-gmc

1964-superior-5000-op-bedford

1964-superior-international harvester-saigon

1964-superior-traveler-colombia

1964-superior-traveler-manila

1964-superior-traveler-venezuela

1966-on-a-dodge-chassis

1967-superior-series-usa-10-67.

1970s-era-supercruiser-on-gmc-chassis

1972-superior-international harvester

1972-superior-on-chevrolet-chassis

1974-gmc-from-moffat-county

1976-butterfly-hood-superior-from-ohio

1976-international harvester-superior

1977-and-a-1979-superiors-but-with-different-style-international-chassis

1977-ford-superior-from-rowan-county

1977-superior-line-up-11

1978-international-on-loadstar-chassis

1979-small-superior-gmc-36-passenger

1980-s-series-superior-international-drivers-area

1980-s-series-superior-international-outside

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superior-usa

Eckland Bros

Studebaker

CARPENTER Body Company Indiana USA 1919-2001

Carpenter Body Company

Carpenter Industries, Inc.

Carpenter: The Safest Link Between Home and School.
Industry	Vehicle Manufacturing
Fate	Dissolved by parent company
Founded	1919
Founders	Ralph H. Carpenter
Defunct	2001
Headquarters	Mitchell, Indiana (1919-1995) Richmond, Indiana (1995-2001)
Area served	North America
Products	School buses Transit buses Step vans
Employees	700+ (1997)
Parent	Spartan Motors (1998-2001)
Website	http://crownbycarpenter.com/(archived version)

Carpenter Body Company, also known over the years as the Ralph H. Carpenter Body Company, Carpenter Body Works, Inc., Carpenter Manufacturing Company, Carpenter Industries, Inc., and Crown By Carpenter, was a bus body manufacturer based in Mitchell, Indiana, United States. The majority of Carpenter bodies were used for school buses.

Founded in 1919, Carpenter produced its first bus in 1923. Carpenter’s post-World War II success would lead it to become one of the “Big Six” major manufacturers of school buses in North America. After years of declining market share, Carpenter was closed in 2001 by its parent company, Spartan Motors.

http://myntransportblog.com/2014/01/27/buses-trucks-firerescue-crown-usa/

History

Foundation

1955 Carpenter school bus with GMC chassis.

Carpenter was founded in Mitchell, Indiana in 1919 by Ralph H. Carpenter, a blacksmith by trade. He began his career building hauling wagons for two cement factories located near his southern Indiana hometown of Bloomington. As his business grew, he began to expand into building horse-drawn “kid hacks” with wooden benches to transport children to school. As horse-drawn wagons became obsolete, he adapted wagon bodies for automobile chassis. Carpenter’s first true school bus was built in 1923. The first stop arms used on these buses were in the shape of a clenched fist with the index finger painted red. A combination of steel and wood replaced all-wood construction, and in 1935, a change to all-steel construction was made.

1950s-1980: Reconstruction and Expansion

 1960s Carpenter school bus with GMC chassis.

On March 12, 1956, a fire broke out inside Carpenter’s Mitchell manufacturing plant. The plant was mostly destroyed. With the help of factory workers, the factory was rebuilt and expanded in just 89 days. During the reconstruction, some workers worked without pay until later compensated.

Throughout the next twenty years, the business prospered and Carpenter became one of the “big six” major school bus body builders in the United States, competing directly against Blue Bird, Superior, Thomas, Ward, and Wayne.

1980s-1995: Bankruptcy and Dr. Beurt SerVaas

 An early 1990s Carpenter Classic conventional school bus with Ford chassis.

A mid-1990s Carpenter Classic conventional school bus with International 3800 chassis.

As the 1970s turned into the 1980s, a critical factor affecting school bus manufacturing was declining student populations; the baby boomer generation that had attended schools for the past 25 years were now on the verge of all completing their secondary education. Overcapacity and lowered demand in an bus manufacturing industry was coupled with the unstable economy of the time. The company unsuccessfully attempted to diversify into the small transit bus market. By mid-decade, Carpenter had entered into Chapter 11 bankruptcy. Salvation came to the company in the form of an Indianapolis-based industrialist, Dr. Beurt SerVaas, who led a refinancing and revitalization program to attempt to restore the role of Carpenter in the national school bus market. Major concessions came from the labor force and production of school buses continued.

During the 1980s, Carpenter would also make major updates to its product lineup. Carpenter’s conventional-style school bus (the Classic) underwent body revisions in 1984 and 1986. While the Cadet Type B was one of the first small school buses (introduced in 1969), it was not until mid-decade that the company developed a Type A school bus (the Clipper, later the Classmate), the last among major manufacturers. The Corsair transit-style school bus, in production since the 1960s, was retired and replaced with the Cavalier. In 1991, the Cavalier was replaced by the Counselor FE and the Coach RE; the latter marked the beginning of the relationship of Carpenter with Spartan Motors.

Early in the 1990s, the company gained an additional Type A bus as Carpenter began to distribute single rear-wheel buses manufactured by Quebec-based manufacturer Les Enterprises Michel Corbeil.

Crown Coach acquisition

Crown Supercoach II, a design acquired by Carpenter.

In May 1991, Carpenter purchased the tooling and product rights of Crown Coach, a California-based manufacturer that had closed its doors two months prior. The original intent of the company was to restart production of the Crown Supercoach Series II under the Carpenter name, but the complexity of its unibody construction proved too expensive for mass production. Introduced in 1989, the Series II had been the most updated bus from Crown Coach in 40 years.

While Carpenter would shelve the Supercoach II as a whole, it did not go unnoticed. A number of elements were carried over for the bus that was brought to market in its place. Introduced for 1992, the Carpenter Coach RE (Rear Engine) also served as the replacement for the long-running Corsair. Far more modern than its predecessor, the Coach featured a Spartan Motors chassis. In 1994, the Coach was replaced by a rear-engined version of Counselor.

1996-1999: Crown By Carpenter

CrownInternational by Carpenter Conventional

Crown by Carpenter business logo

As part of the 1991 purchase of the Crown Coach intellectual property, Carpenter inherited the rights to the Crown brand name. While the Crown-influenced Coach RE was not a success (its production lasting from 1992 to 1993), Carpenter used the Crown brand name in the late 1990s in an attempt to re-brand itself. Starting in 1996, all Carpenter buses were sold under the brand “Crown by Carpenter”.

In 1996, Carpenter leased the former Wayne plant at Richmond, Indiana, relocating from its aged facilities in Mitchell. During this transition, Carpenter revised the body design of all of its buses. The changes included a new roof design with single-piece roof bows and revised rubrails (full-length upper rubrails). The Wayne Lifeguard would donate some of its parts to the Crown Classic, including its windshield, entry door, and driver’s switch panel.

Crown By Carpenter sold a lineup of two Type A buses (Classmate SW/DW), one Type B bus (the Cadet), one Type C bus (the Classic), and two Type D buses (FE/RE, dropping the Counselor name).

At the new location, Carpenter had the advantage of an established team. Both the leadership and workforce based at Richmond included a number of veterans of the former Wayne operations. As such, they brought considerable experience and knowledge of the plant and industry to the effort. In adapting to the equipment at the Richmond plant, a change to the techniques of welding the roof joints from the procedures used before at Mitchell would later prove vital in excluding Crown by Carpenter products from containing a crucial structural flaw. That situation was not envisioned by anyone then and would only become an issue nearly a decade in the future.

One innovation that Carpenter introduced during this period was a change to the design of its “Crown RE”, mounted on a Spartan Motors chassis. The Crown RE was the first rear-engine school bus to feature an option of a conventional rear emergency door instead of an emergency exit window typical on rear-engine school buses. To make this possible, the floor was slanted up in the last few rows in order to gain height over the engine compartment. Crown by Carpenter also produced a delivery truck loosely derived from its “Cadet” Type B school bus line.

In 1998, Carpenter was sold to Spartan Motors, a Michigan-based manufacturer of chassis for fire apparatus and high-end recreational vehicles. Starting in the early 1990s with the Coach RE, Spartan had gained entry into the school bus industry through Carpenter; a prototype built for Wayne Wheeled Vehicles never saw production. Nevertheless, major outside forces still to be faced were a supply of suitable chassis and the overcapacity of the body industry.

1999-2001: Carpenter’s name revision and final years

Final Carpenter logo (late 1999-2001)

After four years, Carpenter had decided to phase out the Crown name in favor of a return to just Carpenter. The company pared the product line from six buses down to two, as the company decided to focus its energy on full-size buses.

In late 1999, Carpenter unveiled a new model series to their line called Classic 2000. The Classic 2000 series, a Type C conventional, featured an overall body redesign, including an entirely new driver’s area (based even more upon the Wayne Lifeguard), as well as new rub rail mounts, a fully vertical rear body, larger rear emergency exit doors, and new roof caps. The Chancellor FE, a front-engine transit, featured all of the structural changes of the Classic 2000.

Carpenter Chancellor RE

Intended as the flagship of the new Carpenter product lineup, the 2001 Chancellor RE rear-engine Type D (transit-style) school bus was built on a Spartan Motors chassis. Its chassis featured full air-ride suspension and double frame rails for a ride similar to a motorcoach; a flat floor inside the bus was created from the double frame as well as from the fitment of smaller-diameter wheels (19″ vs. the standard 22.5″). Unlike its Crown RE predecessor, the Chancellor RE did not feature an option for a rear emergency door, opting instead for a window emergency exit traditionally seen on rear-engine school buses.

The combination of the Spartan Motors chassis with the Carpenter Chancellor body resembled (in some aspects) the massive workhorses built in California by Crown and Gillig in years past, many of which stayed in served for 25 years or longer. Only a single prototype was completed with a second bare chassis intended for display purposes. From all reports, the Chancellor was well-received, incorporating many components and features long desired by school bus operating and maintenance personnel.

In the context of the school bus industry, the Spartan Motors chassis was in reality a premium option, incorporating many of the features long sought in a school bus. However, there were several downsides to this approach which proved fatal to the effort. As one might reasonably anticipate, the extra durability came with added cost. Also, Spartan had been serving lower quantity and higher margin markets for similar products used for high-end Class A motor homes as well as fire and rescue apparatus. Although Spartan had entered the school bus market through supplying Carpenter (for nearly a decade), their production facilities were not geared up to produce a large volume under low pricing pressures, even though their products would have proved more durable in the long run. As such, Carpenter was no longer able to compete with AmTran, Blue Bird, or Thomas on price.

This was a familiar dilemma, the same one which earlier had helped seal the fate of the Crown and Gillig coaches on the West Coast, as well as the entry of competitor Blue Bird into the mass-transit market during the 1970s. It was also similar to the situation which faced HARSCO BMY (parent company of Wayne Wheeled Vehicles) operation some years earlier, where a lesser quantity of higher quality products (at a correspondingly higher price) had also been the plant’s historical output.

Closure

 A Carpenter “Classic 2000” conventional school bus viewed close up

Carpenter had been struggling for almost 20 years when it ended school bus production in 2001. During the economic times around the millennium, lower initial capital costs seemed to trump longevity as a selling factor. When it was time for purchasing decisions, financially pressed districts and contractors tended to select lower-cost products with shorter life cycles. Spartan Motors, by then the ⅔ owner of the company, did not see a solution to the market dilemma and felt the projected continued losses would exceed the value to their business plan, voted to end its venture.

Epilogue: Structural Issues

A late 1980s Carpenter school bus on an International chassis, now in use as a church bus.

On March 20, 2003 in Alachua County, Florida, an 83-passenger Carpenter school bus rolled over onto its roof, causing the roof to collapse down to the seat level. At the time, no passengers were on board and the driver survived the accident. Later inspection of the vehicle revealed numerous broken and defective welds in the roof and pillar structure.

Inspections of Carpenter school buses in various parts of the country revealed cracked and broken welds in the roof structures. The problem was not confined to Florida where it was first found. It was determined that the defective welds could cause the roof to collapse in the event of a rollover. Not all Carpenter buses had the broken or cracked welds. The problem was confined to buses built at the Mitchell plant prior to its closing in late 1995.

Normally, the National Highway Traffic Safety Administration (NHTSA) would have conducted a full-scale investigation and if a defect determination were made, would have ordered the manufacturer to conduct a safety recall. However, since Carpenter was no longer in business, there was no one that NHTSA could hold accountable to develop a remedy for this problem.

However, NHTSA was concerned about this problem, and issued several advisories regarding certain Carpenter buses. NHTSA has indicated that virtually all of the production of Carpenter and Crown branded products from the Mitchell plant could potentially have the same flaw. Due to differences in construction techniques, Crown by Carpenter and Carpenter buses built at the Richmond plant from 1996 to 2001 were not included in several advisories issued. The School Bus Information Council offered additional information about Carpenter buses and the NHSTA advisory.

Products

Carpenter produced a product lineup of both small and full-size buses. Like other school bus manufacturers, the company also produced commercial, shuttle, and transit bus derivatives of their school bus designs. The Carpenter Cadet, introduced in 1969, was one of the first Type B school buses; during the Crown by Carpenter era, a modified version of the Cadet was marketed as a delivery van.

With the exception of “Classic”, its Type C conventional and “Coach”, its Type D rear-engine transit style (influenced by Crown Coach), most Carpenter school buses derived their model names from themes in education (Classmate, Cadet, Counselor, Chancellor) while many transit-style Carpenters derived their model names from common team names (Corsair, Cavalier).

Carpenter Bus at Smithsonian Institution

 A 1936 Carpenter school bus, built on a Dodge chassis, on display at the National Museum of American History.

The Smithsonian Institution‘s National Museum of American History in Washington, DC has a thirty-six passenger school bus built by Carpenter Body Works in 1936 on a chassis made by Dodge in 1939. The bus carried students to the grade school in Martinsburg, Indiana from 1940 to 1946, and was owned and driven by Russell Bishop during that period. It was later used as a traveling grocery store until 1962.

The bus has a streamlined steel body painted double-deep or “Omaha” orange with black trim. It was restored by Carpenter in the early 1980s under the supervision of Ollie Eager, who was Carpenter’s plant manager in 1936, and John Foddrill, who worked in the Carpenter plant in 1936. The bus has replacement seats that do not match the originals exactly. The originals were black upholstery.

1920 Carpenters E Durham

Buses FORD USA + all over the world part I

Buses FORD USA & all over the world part I

Ford Motor Company I

1914 Ford Model T, Four cylinders, 2900cc, 20 Horsepower

“Ford” redirects here. For other uses, see Ford.

Ford Motor Company
Type	Public company
Traded as	NYSE: F (S&P 500 Component)
Industry	Automotive
Founded	June 16, 1903 (110 years ago)
Founder(s)	Henry Ford
Headquarters	Dearborn, Michigan, U.S. (GPS: 42°18′55.00″N83°12′37.00″W)
Area served	Worldwide
Key people	William C. Ford, Jr. (Executive Chairman) Alan R. Mulally (President & CEO)
Products	Automobiles Automotive parts
Services	Automotive finance Vehicle leasing Vehicle service
Revenue	US$136.26 billion (2011)
Operating income	US$8.681 billion (2011)
Net income	US$20.21 billion (2011)
Total assets	US$178.35 billion (2011)
Total equity	US$15.07 billion (2011)
Employees	164,000 (2011)
Divisions	Ford Lincoln Motorcraft
Subsidiaries	List[show]
Website	Ford.com

1914 Ford T R Spanje ©David Tejedor

Ford Motor Company (also known as simply Ford) is an American multinational automaker headquartered in Dearborn, Michigan, a suburb of Detroit. It was founded by Henry Ford and incorporated on June 16, 1903. The company sells automobiles and commercial vehicles under the Ford brand and luxury cars under the Lincoln brand. In the past it has also produced heavy trucks, tractors and automotive components. Ford owns small stakes in Mazda of Japan and Aston Martin of the United Kingdom. It is listed on the New York Stock Exchange and is controlled by the Ford family, although they have minority ownership.

1916 Ford Model T oldtimer bus L

Ford introduced methods for large-scale manufacturing of cars and large-scale management of an industrial workforce using elaborately engineered manufacturing sequences typified by moving assembly lines; by 1914 these methods were known around the world as Fordism. Ford’s former UK subsidiaries Jaguar and Land Rover, acquired in 1989 and 2000 respectively, were sold to Tata Motors in March 2008. Ford owned the Swedish automaker Volvo from 1999 to 2010. In 2011, Ford discontinued the Mercury brand, under which it had marketed entry-level luxury cars in the United States since 1938.

1916 ford T Depot Hack

Ford is the second-largest U.S.-based automaker and the fifth-largest in the world based on 2010 vehicle sales. At the end of 2010, Ford was the fifth largest automaker in Europe. Ford is the eighth-ranked overall American-based company in the 2010 Fortune 500 list, based on global revenues in 2009 of $118.3 billion. In 2008, Ford produced 5.532 million automobiles and employed about 213,000 employees at around 90 plants and facilities worldwide.

1917 Ford Autobus Model TT

1918 T Ford Bus

History

Henry Ford (ca. 1919)

A 1910 Model T, photographed in Salt Lake City

Main article: History of Ford Motor Company

20th century

1920 Ford bus – DD 475

1921 Harmonicabus op basis van Ford T © Conam

Henry Ford’s first attempt at a car company under his own name was the Henry Ford Company on November 3, 1901, which became the Cadillac Motor Company on August 22, 1902, after Ford left with the rights to his name. The Ford Motor Company was launched in a converted factory in 1903 with $28,000 in cash from twelve investors, most notably John and Horace Dodge (who would later found their own car company). During its early years, the company produced just a few cars a day at its factory on Mack Avenue in Detroit, Michigan. Groups of two or three men worked on each car, assembling it from parts made mostly by supplier companies contracting for Ford. Within a decade the company would lead the world in the expansion and refinement of the assembly line concept; and Ford soon brought much of the part production in-house in a vertical integration that seemed a better path for the era.

1922 Ford

Henry Ford was 39 years old when he founded the Ford Motor Company, which would go on to become one of the world’s largest and most profitable companies, as well as being one to survive the Great Depression. As one of the largest family-controlled companies in the world, the Ford Motor Company has been in continuous family control for over 100 years.

1922 FORD T-OMNIBUS

After the first modern automobile was already created in the year 1886 by German inventor Carl Benz (Benz Patent-Motorwagen), more efficient production methods were needed to make the automobile affordable for the middle-class; which Ford contributed to, for instance by introducing the first moving assembly line in 1913.

In 1908 Ford introduced the first engine with a removable cylinder head, in the Model T. In 1930, Ford introduced the Model A, the first car with safety glass in the windshield. Ford launched the first low priced V8 engine powered car in 1932.

1922 Henry Ford I ©HenryFord.ORG TheOldMotor

Ford offered the Lifeguard safety package from 1956, which included such innovations as a standard deep-dish steering wheel, optional front, and, for the first time in a car, rear seatbelts, and an optional padded dash. Ford introduced child-proof door locks into its products in 1957, and in the same year offered the first retractable hardtop on a mass-produced six-seater car. The Ford Mustang was introduced in 1964. In 1965 Ford introduced the seat belt reminder light.

With the 1980s, Ford introduced several highly successful vehicles around the world. During the 1980s, Ford began using the advertising slogan, “Have you driven a Ford, lately?” to introduce new customers to their brand and make their vehicles appear more modern. In 1990 and 1994 respectively, Ford also acquired Jaguar Cars and Aston Martin. During the mid- to late 1990s, Ford continued to sell large numbers of vehicles, in a booming American economy with a soaring stock market and low fuel prices.

 

1922 Henry Fordson II ©HenryFord.ORG TheOldMotor

With the dawn of the new century, legacy healthcare costs, higher fuel prices, and a faltering economy led to falling market shares, declining sales, and diminished profit margins. Most of the corporate profits came from financing consumer automobile loans through Ford Motor Credit Company.

21st century

William Clay Ford, Jr., great-grandson of Henry Ford, serves as the executive chairman at the board of Ford Motor Company.

By 2005, both Ford and GM‘s corporate bonds had been downgraded to junk status, as a result of high U.S. health care costs for an aging workforce, soaring gasoline prices, eroding market share, and an over dependence on declining SUV sales. Profit margins decreased on large vehicles due to increased “incentives” (in the form of rebates or low interest financing) to offset declining demand. In the latter half of 2005, Chairman Bill Ford asked newly appointed Ford Americas Division President Mark Fields to develop a plan to return the company to profitability. Fields previewed the Plan, named The Way Forward, at the December 7, 2005 board meeting of the company and it was unveiled to the public on January 23, 2006. “The Way Forward” included resizing the company to match market realities, dropping some unprofitable and inefficient models, consolidating production lines, closing 14 factories and cutting 30,000 jobs.

1923 Ford A R Spanje ©Lluis Cuesta

Ford moved to introduce a range of new vehicles, including “Crossover SUVs” built on unibody car platforms, rather than more body-on-frame chassis. In developing the hybrid electric powertrain technologies for the Ford Escape Hybrid SUV, Ford licensed similar Toyota hybrid technologies to avoid patent infringements. Ford announced that it will team up with electricity supply company Southern California Edison (SCE) to examine the future of plug-in hybrids in terms of how home and vehicle energy systems will work with the electrical grid. Under the multi-million-dollar, multi-year project, Ford will convert a demonstration fleet of Ford Escape Hybrids into plug-in hybrids, and SCE will evaluate how the vehicles might interact with the home and the utility’s electrical grid. Some of the vehicles will be evaluated “in typical customer settings”, according to Ford.

1923 Ford Amaac Uruquay

William Clay Ford Jr., great-grandson of Henry Ford (and better known by his nickname “Bill”), was appointed Executive Chairman in 1998, and also became Chief Executive Officer of the company in 2001, with the departure of Jacques Nasser, becoming the first member of the Ford family to head the company since the retirement of his uncle, Henry Ford II, in 1982. Upon the retirement of President and Chief Operation Officer Jim Padilla in April 2006, Bill Ford assumed his roles as well. Five months later, in September, Ford named Alan Mulally as President and CEO, with Ford continuing as Executive Chairman. In December 2006, the company raised its borrowing capacity to about $25 billion, placing substantially all corporate assets as collateral. Chairman Bill Ford has stated that “bankruptcy is not an option”. Ford and theUnited Auto Workers, representing approximately 46,000 hourly workers in North America, agreed to a historic contract settlement in November 2007 giving the company a substantial break in terms of its ongoing retiree health care costs and other economic issues. The agreement included the establishment of a company-funded, independently run Voluntary Employee Beneficiary Association (VEBA) trust to shift the burden of retiree health care from the company’s books, thereby improving its balance sheet. This arrangement took effect on January 1, 2010. As a sign of its currently strong cash position, Ford contributed its entire current liability (estimated at approximately US$5.5 billion as of December 31, 2009) to the VEBA in cash, and also pre-paid US$500 million of its future liabilities to the fund. The agreement also gives hourly workers the job security they were seeking by having the company commit to substantial investments in most of its factories.

1923 Ford T 12-13 zitpl B-6185 NL

The automaker reported the largest annual loss in company history in 2006 of $12.7 billion, and estimated that it would not return to profitability until 2009. However, Ford surprised Wall Street in the second quarter of 2007 by posting a $750 million profit. Despite the gains, the company finished the year with a $2.7 billion loss, largely attributed to finance restructuring at Volvo.

1923 Ford T B-6185 Ameland NL

On June 2, 2008, Ford sold its Jaguar and Land Rover operations to Tata Motors for $2.3 billion.

During November 2008, Ford, together with Chrysler and General Motors, sought government bridge loans at Congressional hearings in Washington, D.C. in the face of conditions caused by the 2008 financial crisis. The three companies presented action plans for the sustainability of the industry. Ford opted not to seek government loans. GM and Chrysler received government loans and financing through T.A.R.P. legislation funding provisions. On December 19, the cost of credit default swaps to insure the debt of Ford was 68 percent the sum insured for five years in addition to annual payments of 5 percent. That meant $6.8 million paid upfront to insure $10 million in debt, in addition to payments of $500,000 per year. In January 2009, Ford reported a $14.6 billion loss in the preceding year, a record for the company. The company retained sufficient liquidity to fund its operations. Through April 2009, Ford’s strategy of debt for equity exchanges erased $9.9 billion in liabilities (28% of its total) in order to leverage its cash position. These actions yielded Ford a $2.7 billion profit in fiscal year 2009, the company’s first full-year profit in four years.

1923 Ford T Ford 20pk carr Verheul GTM1 NL

In 2012, Ford’s corporate bonds were upgraded from junk to investment grade again, citing sustainable, lasting improvements.

On October 29, 2012, Ford announced the sale of its climate control components business, its last remaining automotive components operation, to Detroit Thermal Systems LLC for an undisclosed price.

1923 Ford T NL

On November 1, 2012, Ford announced that CEO Alan Mulally will stay with the company until 2014. Ford also named Mark Fields, the president of operations in Americas, as its new chief operating officer

Corporate affairs

Ford World Headquarters in Dearborn, Michigan, USA, known as the Glass House.

Executive management

Members of the Ford board as of 2012 are: Richard A. Gephardt, Stephen Butler, Ellen Marram, Kimberly Casiano, Alan Mulally (President and CEO), Edsel Ford II, Homer Neal, William Clay Ford Jr. (Executive Chairman), Jorma Ollila, Irvine Hockaday Jr., John L. Thornton, and William Clay Ford, Sr. (Director Emeritus).

1923 FORDSON BUS

The main corporate officers are: Lewis Booth (Executive Vice President, Chairman (PAG) and Ford of Europe), Mark Fields (Executive Vice President, President of The Americas), Donat Leclair (Executive Vice President and CFO), Mark A. Schulz (Executive Vice President, President of International Operations), and Michael E. Bannister (Group Vice President; Chairman & CEO Ford Motor Credit). Paul Mascarenas (Vice President of Engineering, The Americas Product Development)

1923 Ford-T WSM

Financial results

In 2010, Ford earned a net profit of $6.6 billion and reduced its debt from $33.6 billion to $14.5 billion lowering interest payments by $1 billion following its 2009 net profit of $2.7 billion. In the U.S., the F-Series was the best-selling vehicle for 2010. Ford sold 528,349 F-Series trucks during the year, a 27.7% increase over 2009, out of a total sales of 1.9 million vehicles, or every one out of four vehicles Ford sold. Trucks sales accounts for a big slice of Ford’s profits, according to USA Today. Ford’s realignment also included the sale of its wholly owned subsidiary, Hertz Rent-a-Car to a private equity group for $15 billion in cash and debt acquisition. The sale was completed on December 22, 2005. A 50–50 joint venture with Mahindra & Mahindra of India, called Mahindra Ford India, Limited (MIFL), ended with Ford buying out Mahindra’s remaining stake in the company in 2005. Ford had previously upped its stake to 72% in 1998.

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1925 Ford T Carr. v d Bos & Br NL

Operations

Ford has manufacturing operations worldwide, including in the United States, Canada, Mexico, China, the United Kingdom, Germany, Turkey, Brazil, Argentina, Australia and South Africa. Ford also has a cooperative agreement with Russian automaker GAZ.

1925 Ford T carr. Hainje Heerenveen B-5225 NL

North America

Ford dealer in Garden City, New York, ca. 1930-1945

In the first five months of 2010, auto sales in the U.S. rose to 4.6 million cars and light trucks, an increase of 17% from a year earlier. The rise was mainly caused by the return of commercial customers that had all but stopped buying in 2009 during the recession. Sales to individual customers at dealerships have increased 13%, while fleet sales have jumped 32%. Ford reported that 37% of its sales in May came from fleet sales when it announced its sales for the month increased 23%. In the first seven months of 2010, vehicle sales of Ford increased 24%, including retail and fleet sales. Fleet sales of Ford for the same period rose 35% to 386,000 units while retail sales increase 19%. Fleet sales account for 39 percent of Chrysler’s sales and 31 percent for GM’s.

1927-ford-blue-bird-school-bus

Europe

1927-ford-blue-bird-school-bus

Main article: Ford of Europe

Ford’s Dunton Technical Centre inLaindon, United Kingdom, the largest automotive research and development facility in the country

The Ford Research Center in Aachen, Germany

At first, Ford in Germany and Ford in Britain built different models from one another until the late 1960s, with the Ford Escort and then the Ford Capri being common to both companies. Later on, the Ford Taunus and Ford Cortina became identical, produced in left hand drive and right hand drive respectively. Rationalisation of model ranges meant that production of many models in the UK switched to elsewhere in Europe, including Belgium and Spain as well as Germany. The Ford Sierra replaced the Taunus and Cortina in 1982, drawing criticism for its radical aerodynamic styling, which was soon given nicknames such as “Jellymould” and “The Salesman’s Spaceship.”

1928-Poelgeest-bussen ©Amstelveenweb.com

1928 Ford V8 Hainje Heerenveen B-9274 NL

Increasingly, the Ford Motor Company has looked to Ford of Europe for its “world cars”, such as the Mondeo, Focus, and Fiesta, although sales of European-sourced Fords in the U.S. have been disappointing. The Focus has been one exception to this, which has become America’s best selling compact car since its launch in 2000

In February 2002, Ford ended car production in the UK. It was the first time in 90 years that Ford cars had not been made in Britain, although production of the Transit van continues at the company’s Southampton facility, engines at Bridgend and Dagenham, and transmissions at Halewood. Development of European Ford is broadly split between Dunton in Essex (powertrain, Fiesta/Ka, and commercial vehicles) and Cologne (body, chassis, electrical, Focus, Mondeo) in Germany. Ford also produced the Thames range of commercial vehicles, although the use of this brand name was discontinued circa 1965. Elsewhere in continental Europe, Ford assembles the Mondeo range in Genk (Belgium), Fiesta in Valencia (Spain) and Cologne (Germany), Ka in Valencia, and Focus in Valencia, Saarlouis (Germany) and Vsevolozhsk (Russia). Transit production is in Kocaeli (Turkey), Southampton (UK), and Transit Connect in Kocaeli.

1928 Ford NL

Ford also owns a joint-venture production plant in Turkey. Ford-Otosan, established in the 1970s, manufactures the Transit Connect compact panel van as well as the “Jumbo” and long-wheelbase versions of the full-size Transit. This new production facility was set up near Kocaeli in 2002, and its opening marked the end of Transit assembly in Genk.

1929 Ford

Another joint venture plant near Setúbal in Portugal, set up in collaboration with Volkswagen, formerly assembled the Galaxy people-carrier as well as its sister ships, the VW Sharan and SEAT Alhambra. With the introduction of the third generation of the Galaxy, Ford has moved the production of the people-carrier to the Genk plant, with Volkswagen taking over sole ownership of the Setúbal facility.

1931 Ford V8 Cupido uitvoering 5 B-27189 NL

In 2008, Ford acquired a majority stake in Automobile Craiova, Romania. Starting 2009, the Ford Transit Connect was Ford’s first model produced in Craiova, followed, in 2012, by low-capacity car engines and a new small class car, the B-Max.

Ford Europe has broken new ground with a number of relatively futuristic car launches over the last 50 years.

1931 Ford AA Bus

Its 1959 Anglia two-door saloon was one of the most quirky-looking small family cars in Europe at the time of its launch, but buyers soon became accustomed to its looks and it was hugely popular with British buyers in particular. It was still selling well when replaced by the more practical Escort in 1967.

The third incarnation of the Ford Escort was launched in 1980 and marked the company’s move from rear-wheel drive saloons to front-wheel drive hatchbacks in the small family car sector.

1931 Ford-Hainje Cupido 8 NL

The fourth generation Escort was produced from 1990 until 2000, although its successor – the Focus – had been on sale since 1998. On its launch, the Focus was arguably the most dramatic-looking and fine-handling small family cars on sale, and sold in huge volumes right up to the launch of the next generation Focus at the end of 2004.

1932 Ford – Den Oudsten, Woerden – Domburg A’dam NL

The 1982 Ford Sierra – replacement for the long-running and massively popular Cortina and Taunus models – was a style-setter at the time of its launch. Its ultramodern aerodynamic design was a world away from a boxy, sharp-edged Cortina, and it was massively popular just about everywhere it was sold. A series of updates kept it looking relatively fresh until it was replaced by the front-wheel drive Mondeo at the start of 1993.

1932 Ford A Visser  B-13634a NL

The rise in popularity of small cars during the 1970s saw Ford enter the mini-car market in 1976 with its Fiesta hatchback. Most of its production was concentrated at Valencia in Spain, and the Fiesta sold in huge figures from the very start. An update in 1983 and the launch of an all-new model in 1989 strengthened its position in the small car market.

On October 24, 2012, Ford announced that it would be closing its Genk assembly plant in eastern Belgium by the end of 2014.

1932 Ford A Visser  B-13634b NL

Asia Pacific

1932 Ford A Visser B-13634 NL

Ford formed its first passenger-vehicle joint venture in China in 2001, six years behind GM and more than a decade after VW. It has spent as of 2013 $4.9 billion to expand its lineup and double production capacity in China to 600,000 vehicles This includes Ford’s largest-ever factory complex in the southwestern city of Chongqing. Ford had 2.5 percent of the Chinese market in 2013, while VW controlled 14.5 percent and GM had 15.6 percent, according to consultant LMC Automotive. GM outsells Ford in China by more than six-to-one.

The Ford stamping plant in Geelong, Australia

The Ford India plant in Chennai, Tamil Nadu

In Australia and New Zealand, the popular Ford Falcon has long been considered the average family car and is considerably larger than the Mondeo, Ford’s largest car sold in Europe. Between 1960 and 1972, the Falcon was based on a U.S. model of the same name, but since then has been entirely designed and manufactured in Australia, occasionlly being manufactured in New Zealand. Like its General Motors rival, the Holden Commodore, the Falcon uses a rear wheel drive layout. High performance variants of the Falcon running locally built engines produce up to 362 hp (270 kW). A ute (short for “utility”, known in the US as pickup truck) version is also available with the same range of drivetrains. In addition, Ford Australia sells highly tuned limited-production Falcon sedans and utes through its performance car division, Ford Performance Vehicles.

1932-35 Ford. Bouwjaren NL

In Australia, the Commodore and Falcon have traditionally outsold all other cars and comprise over 20% of the new car market. In New Zealand, Ford was second in market share in the first eight months of 2006 with 14.4 per cent. More recently Ford has axed its Falcon-based LWB variant of its lineup – the Fairlane and LTD ranges, and announced that their Geelong engine manufacturing plant may be shut down from 2013. They have also announced local manufacturing of the Focus small car starting from 2011.

1932-ford-model-b-school-bus ©Old Bus

However, with the acquisition of a stake in Japanese manufacturer Mazda in 1979, Ford began selling Mazda’s Familia and Capella (also known as the 323 and 626) as the Ford Laser and Telstar, replacing the European-sourced Escort and Cortina.

In Australia, the Laser was one of Ford Australia‘s most successful models, and was manufactured in Ford’s Homebush plant from 1981 until the plant’s closure in September 1994. It outsold the Mazda 323, despite being almost identical to it, due to the fact the Laser was manufactured in Australia and Ford was perceived as a local brand.

1933 Ford carr. Postma Rottevalle

In New Zealand, the Ford Laser and Telstar were assembled alongside the Mazda 323 and 626 until 1997, at the Vehicle Assemblers of New Zealand (VANZ) plant in Wiri, Auckland. The Sierra wagon was also assembled in New Zealand, owing to the popularity of station wagons in that market.

Through its relationship with Mazda, Ford also acquired a stake in South Korean manufacturer Kia, which built the (Mazda-based) Ford Festiva from 1988–1993, and the Ford Aspire from 1994–1997 for export to the United States, but later sold their interest to Hyundai (which also manufactured the Ford Cortina until the 1980s). Kia continued to market the Aspire as the Kia Avella, later replaced by the Rio and once again sold in the US.

1933 Ford V8 Carr. Brouwers Holwerd NL

Ford’s presence in Asia has traditionally been much smaller, confined to Malaysia, Singapore, Hong Kong, the Philippines, and Taiwan, where Ford has had a joint venture with Lio Ho since the 1970s. Ford began assembly of cars in Thailand in 1960, but withdrew from the country in 1976, and did not return until 1995, when it formed a joint venture with Mazda called Auto Alliance. Now in Bo-win Sub District, Sriracha District of the Chonburi it is located The Ford Motor Company (Thailand) Limited, making passenger automobiles.

Ford India began production in 1998 at Chennai, Tamil Nadu, with its Ford Escort model, which was later replaced by locally produced Ford Ikon in 2001. It has since added Fusion, Fiesta, Mondeo and Endeavour to its product line.

1934 Ford Carr. Postma Rottervalle NL

On March 9, 2010, Ford Motor Co. launched its first made-for-India compact car. Starting at 349,900 ($7,690), the Figo is Ford’s first car designed and priced for the mass Indian market. On July 28, 2011, Ford India signed a memorandum of understanding (MoU) with the State of Gujarat for the construction of an assembly and engine plant in Sanand, and planned to invest approximately US$1 billion on a 460-acre site.

1934 Ford Lawrie CL-BB Winnipeg ©Foote

The scheduled closure of Ford’s Australian manufacturing base in 2016 was confirmed in late May 2013. Headquartered in the Victorian suburb of Broadmeadows, the company had registered losses worth AU$600 million over the five years prior to the announcement. It was noted that the corporate fleet and government sales that account for two-thirds of large, local car sales in Australia are insufficient to keep Ford’s products profitable and viable in Australia. The decision will affect 1200 Ford workers—over 600 employees in Geelong and more than 500 in Broadmeadows—who will lose their jobs by October 2016.

1934 Ford V8 – Kusters & Lemmens  BBA 63 Autobus SVA 63 erfg NL

Ford of Japan

Ford established a manufacturing facility in the port city of Yokohama in February 1925, where Model T vehicles were assembled using imported knock-down kits. The factory subsequently produced 10,000 Model A’s up to 1936. Production ceased in 1940 as a result of political tensions between Japan and the United States.

1934 Ford V8 Kusters & Lemmens- BBA 63 NL

After World War II, Ford did not have a presence in Japan, as the Ford facility was appropriated by the Japanese Government until 1958, when property was returned as a possession of the Ford Motor Company and became a research and development location for Ford partner Mazda. In 1979, Ford acquired a 24.5% ownership stake in Mazda, and in 1982 Ford and Mazda jointly established a sales channel to sell Ford products in Japan, including vehicles manufactured in North America, at a dealership called Autorama (Japanese). The Autorama sales channel was renamed Ford Sales of Japan in 1997.

1934 Ford, type V8-40 Kusters en lemmens UB-93-63 NL

Vehicles sold at Autorama locations were the North American assembled Ford Explorer, Probe (1989–1998), Mustang, Taurus (1989–1997), Thunderbird (1990–1993), Lincoln Continental, and Lincoln LS. Ford products manufactured in Europe that were sold in Japan were the Ford Mondeo, Ka, Focus, Focus C-MAX, Fiesta, and the Galaxy. Mazda manufactured Ford vehicles in Japan and sold them as Fords at the Autorama locations. They were the Ford Telstar (Mazda Capella), Laser, Festiva, Festiva Mini Wagon, Ixion (Mazda Premacy), Freda (Mazda Bondo Friendee), Spectron (Mazda Bongo), and commercial trucks J80 and the J100 (Mazda Bongo truck).

1934 Ford, type V8-40 Kusters en lemmens NL

Ford increased its shareholding in Mazda to 33.4% in 1996. Ford currently sells a small range of vehicles in Japan; as of October 2010, the Ford Mustang, Escape, Explorer (and Explorer truck), Ford Kuga, Lincoln Navigator and Lincoln MKX were available in Japan. Ford maintains a regional office in Minato, Tokyo, Japan.

South America

1934 Ford © Hank Suderman

During much of the 20th century, Ford faced protectionist government measures in South America, with the result that it built different models in different countries, without particular regard to rationalization or economy of scale inherent to producing and sharing similar vehicles between the nations. In many cases, new vehicles in a country were based on those of the other manufacturers it had entered into production agreements with, or whose factories it had acquired. For example, the Corcel and Del Rey in Brazil were originally based on Renault vehicles.

1935 Ford B-38868 NL

In 1987, Ford of Brasil and Ford of Argentina merged their operations with the Brazilian and Argentinan operations of Volkswagen Group, forming a new joint-venture company called Autolatina with a shared model range. Sales figures and profitability were disappointing, and Autolatina was dissolved in 1995. With the advent of Mercosur, the regional common market, Ford was finally able to rationalize its product line-ups in those countries. Consequently, the Ford Fiesta and Ford EcoSport are only built in Brazil, and the Ford Focus only built in Argentina, with each plant exporting in large volumes to the neighboring countries. Models like the Ford Mondeo from Europe could now be imported completely built up. Ford of Brazil produces a pick-up truck version of the Fiesta, the Courier, which is also produced in South Africa as the Ford Bantam in right hand drive versions.

1935 Ford V8 Den Oudsten en Domburg B-21037 NL

Africa and Middle East

In Africa, Ford’s market presence has traditionally been strongest in South Africa and neighbouring countries, with only trucks being sold elsewhere on the continent. Ford in South Africa began by importing kits from Canada to be assembled at its Port Elizabeth facility. Later Ford sourced its models from the UK and Australia, with local versions of the Ford Cortina including the XR6, with a 3.0 V6 engine, and aCortina-based ‘bakkie’ or pick-up, which was exported to the UK. In the mid-1980s Ford merged with a rival company, owned by Anglo American, to form the South African Motor Corporation (Samcor).

1935 Ford V8 Hainje B-20623 Rally Monte Carlo NL

Following international condemnation of apartheid, Ford divested from South Africa in 1988, and sold its stake in Samcor, although it licensed the use of its brand name to the company. Samcor began to assemble Mazdas as well, which affected its product line-up, and saw the European Fords like the Escort and Sierra replaced by the Mazda-based Laser and Telstar. Ford bought a 45 per cent stake in Samcor following the demise of apartheid in 1994, and this later became, once again, a wholly owned subsidiary, the Ford Motor Company of Southern Africa. Ford now sells a local sedan version of the Fiesta (also built in India and Mexico), and the Focus. The Falcon model from Australia was also sold in South Africa, but was dropped in 2003, while the Mondeo, after briefly being assembled locally, was dropped in 2005.

1935 Ford V-8 Intercity Bus

Ford’s market presence in the Middle East has traditionally been even smaller, partly due to previous Arab boycotts of companies dealing with Israel. Ford and Lincoln vehicles are currently marketed in ten countries in the region. Saudi Arabia, Kuwait, and the UAE are the biggest markets. Ford also established itself in Egypt in 1926, but faced an uphill battle during the 1950s due to the hostile nationalist business environment. Ford’s distributor in Saudi Arabia announced in February 2003 that it had sold 100,000 Ford and Lincoln vehicles since commencing sales in November 1986. Half of the Ford/Lincoln vehicles sold in that country were Ford Crown Victorias. In 2004, Ford sold 30,000 units in the region, falling far short of General Motors‘ 88,852 units and Nissan Motors‘ 75,000 units.

Products and services

Automobiles

See also: List of Ford vehicles and List of Mercury vehicles

The 2013 model year Lincoln MKS

As of 2012 Ford Motor Company sells a broad range of automobiles under the Ford marque worldwide, and an additional range of luxury automobiles under theLincoln marque in the United States. The company has sold vehicles under a number of other marques during its history. The Mercury brand was introduced by Ford in 1939, continuing in production until 2011 when poor sales led to its discontinuation. In 1958, Ford introduced the Edsel brand, but poor sales led to its discontinuation in 1960. In 1985, the Merkur brand was introduced in the United States to market products produced by Ford of Europe; it was discontinued in 1989.

1935 ford-busse-oldtimer

Ford acquired the British sports car maker Aston Martin in 1989, later selling it on March 12, 2007, although retaining a 15% stake, and bought Volvo Cars of Sweden in 1999, selling it to Zhejiang Geely Holding Group in 2010. In November 2008, it reduced its 33.4% controlling interest in Mazda of Japan to a 13.4% non-controlling interest. On November 18, 2010, Ford reduced their stake further to just 3%, citing the reduction of ownership would allow greater flexibility to pursue growth in emerging markets. Ford and Mazda remain strategic partners through exchanges of technological information and joint ventures, including an American joint venture plant in Flat Rock, Michigan called Auto Alliance. Ford sold the United Kingdom-based Jaguar and Land Rover companies and brands to Tata Motors of India in March 2008.

1935 LINDBERGH op Ford R-Series NL             ^ Fotograaf

In 2011, J.D. Power ranked Ford 23rd in initial quality, a drop from fifth in 2010. Consumer Reports magazine likewise decided not to recommend several new Ford SUVs, blaming the Sync entertainment and phone system used.

Marque	Country of origin	Years used/owned	Markets
Ford	United States	1903 to present	Global
Lincoln	United States	1922 to present	North America, Middle East
Mercury	United States	1939 to 2011	North America
Edsel	United States	1958 to 1960	North America
Merkur	United States	1985 to 1989	North America
Jaguar	United Kingdom	1989 to 2008	Global
Aston Martin	United Kingdom	1989 to 2007	Global
Volvo	Sweden	1999 to 2010	Global
Land Rover	United Kingdom	2000 to 2008	Global

Trucks

An advert for the 1939 Ford V-8 pick-up truck

An advert for the 1961 Ford H-Series truck

Ford has produced trucks since 1908. Countries where Ford commercial vehicles are or were made include Argentina, Australia, Brazil, Canada (badged Mercury too), France, Germany, India, Netherlands, Philippines, Spain (badged Ebro too), Turkey, UK (badged also Fordson and Thames) and USA.

1936 Ford V8 Hainje NL

From the 1940s to late 1970s Ford’s Ford F-Series were used as the base for light trucks for the North American market.

Most of these ventures are now extinct. The European one that lasted longest was the lorries arm of Ford of Britain, which was eventually sold to Iveco group in 1986, and whose last significant models were the Transcontinental and the Cargo.

In the United States, Ford’s heavy trucks division (Classes 7 and 8) was sold in 1997 to Freightliner Trucks, which rebranded the lineup as Sterling. Freightliner is in the process of discontinuing this line.

1936 Ford V8 New Zealand

Line of heavy trucks made by Ford for the North American market:

• Ford F-650 – joint venture model from 2000 to present
• Ford L9000 – last model year 1999
• Ford LNT9000 – short nose tandem axle from 1970s to 1997
• Ford LT9000 – tandem axle with last model year 1997
• Ford FT900 – until 1998
• Ford LT8000 – last model year 1998
• Ford L7000 – last model year 1996

1936 Ford V-8 Transit Bus

Ford continues to manufacture medium duty trucks under the F-650 and F-750 badges. In 2001, the company entered into a joint venture with Navistar International to produce medium duty commercial trucks. The first new model from the new corporation, known as Blue Diamond Truck Company LLC, was the 2006 model year LCF, the first Ford branded cab-over-engine design in the United States since Freightliner’s acquisition of the Cargo in the mid-1990s. The LCF was discontinued in 2009 and Ford’s 2011 medium-duty commercial offerings are limited to the two F-Series.

In 1999 the end of the F800 meant Ford was not producing in any F-series heavy truck chassis.

In Europe, Ford manufactures the Ford Transit jumbo van which is classed as a Large Goods Vehicle and has a payload of up to 2,265 kg, there are options of a panel van, pickup or chassis cab. The Ford Transit is also available as a light van called the Ford Transit Connect and the Ford Ranger pickup is available.

Buses

A Ford B700 bus chassis, with a body byThomas Built

Ford manufactured complete buses in the company’s early history, but today the role of the company has changed to that of a second stage manufacturer. In North America, the E-Series is still used as a chassis for small school buses and the F-650 is used in commercial bus markets. In the 1980s and 1990s, the medium-duty B700 was a popular chassis used by school bus body manufacturers including Thomas Built, Ward and Blue Bird, but Ford lost its market share due to industry contraction and agreements between body manufacturers. Older bus models included:

Prior to 1939, Ford buses were based on truck bodies:

• Model B – 1930s
• Model T – 1920s
• F-105 school bus

1936 Ford V8T carr. Hainje Heerenveen B-7387 NL

During World War II Ford manufactured Ford Transit bus, a series of small transit buses with bodies built by second party:

• 09-B/19-B City transit bus – 1939–1941
• 19-B/29-B City transit bus – 1941–1942
• 49-B/79-B City transit bus – 1944–1947
• 69-B City transit bus – 1946–1947
• 29-B City transit bus – 1946–1947
• 72-T transit bus – 1944–1945

After 1946 the Transit City bus was sold as Universal Bus with the roof changed from fabric/wood to all metal:

• 79-B Universal transit bus – 1946–1947

Succeeding the Ford Transit bus was the Ford 8M buses:

• 8MB transit bus – with Wayne Works 1948–?

Following World War II and from 1950s onwards Ford lost out to General Motors. This led to the end of transit buses for Ford in North America.

• B500 or B-series – 1950-1990s based on Ford F-series truck chassis used by school bus body manufacturers

In Europe, Ford manufactures the Ford Transit Minibus which is classed in Europe as a Passenger Carrying Vehicle and there are options of 12, 15 or 17 seaters. In the past European models included:

• EM
• N-138
• D series buses (Australia)

1936 Ford Verheul NL

Tractors

A Ford N series tractor

The “Henry Ford and Son Company” began making Fordson tractors in Henry’s hometown of Springwells (later part of Dearborn), Michigan from 1907 to 1928, from 1919 to 1932, at Cork, Ireland, and 1933–1964 at Dagenham, England, later transferred to Basildon. They were also produced in Leningrad beginning in 1924.

1936 Ford-Hainje, gefotografeerd door ©Jan Voerman op 4-8-1940 in Den Bosch NL

In 1986, Ford expanded its tractor business when it purchased the Sperry-New Holland skid-steer loader and hay baler, hay tools and implement company fromSperry Corporation and formed Ford-New Holland which bought out Versatile tractors in 1988. This company was bought by Fiat in 1993 and the name changed from Ford New Holland to New Holland. New Holland is now part of CNH Global.

1937 Ford carr. Veth ZEGO194 NL

Financial services

1937 Ford Greyhound Bus

1937 Ford Greyhound Bus

1937 Ford Super Coaches Australia

Ford offers automotive finance through Ford Motor Credit Company.

Automotive components

1937 Ford Isobloc met V8 motor F

Ford’s FoMoCo parts division sells aftermarket parts under the Motorcraft brand name. It has spun off its parts division under the name Visteon.

Motorsport

1937 Ford van Koopmans Jubbega met carroserie van Hainje NL

Main article: Ford Racing

1938 Ford A Hainje Heerenveen NL

Along with Shelby and Chevrolet, Ford is one of only three American constructors to win titles on the international scene at the FIA World Championships. As a constructor, Ford won the World Sportscar Championship three times in 1966, 1967 and 1968, and the World Rally Championship three times in 1979, 2006 and 2007.

1938 Ford Hainje B-21375 NL

Stock car racing

NASCAR Ford Fusion race car

Ford is one of four manufacturers in NASCAR‘s three major series: Sprint Cup Series, Nationwide Series, and Camping World Truck Series. Major teams includeRoush Fenway Racing and Yates Racing and Richard Petty Motorsports. Ford is represented by the mid-size Fusion in the Sprint Cup, the Mustang in the Nationwide Series, and by the F-150 in the Camping World Truck Series. Some of the most successful NASCAR Fords were the aerodynamic fastback Ford Torino,Ford Torino Talladega, Mercury Cyclone Spoiler II, and Mercury Montegos, and the aero-era Ford Thunderbirds. The Ford nameplate has won eight manufacturer’s championships in Sprint Cup, while Mercury has won one. In the Sprint Cup Series, Ford earned its 1,000th victory in the 2013 Quicken Loans 400. The Ford Fusion is also used in the ARCA Remax Series.

1938 Ford Kusters & Lemmens VADAH-bus 8 lijn Sittard- Echt-Roermond NL

Formula One

Ford was heavily involved in Formula One for many years, and supplied engines to a large number of teams from 1967 until 2004. These engines were designed and manufactured by Cosworth, the racing division that was owned by Ford from 1998 to 2004. Ford-badged engines won 176 Grands Prix between 1967 and 2003 for teams such as Team Lotus and McLaren. Ford entered Formula One as a constructor in 2000 under the Jaguar Racing name, after buying the Stewart Grand Prixteam which had been its primary ‘works’ team in the series since 1997. Jaguar achieved little success in Formula One, and after a turbulent five seasons, Ford withdrew from the category after the 2004 season, selling both Jaguar Racing (which became Red Bull Racing) and Cosworth (to Gerald Forsythe and Kevin Kalkhoven).

1938 Ford V8 COE B-15822 Hainje NL

Rally

Jari-Matti Latvala driving the Ford Focus RS WRC 09 in 2010.

Main article: Ford World Rally Team

1938 Ford V8, 798W, Hainje NL

Ford has a long history in rallying and has been active in the World Rally Championship since the beginning of the world championship, the 1973 season. Ford took the 1979 manufacturers’ title with Hannu Mikkola, Björn Waldegård and Ari Vatanen driving the Ford Escort RS1800. In the Group B era, Ford achieved success withFord RS200. Since the 1999 season, Ford has used various versions of the Ford Focus WRC to much success. In the 2006 season, BP-Ford World Rally Teamsecured Ford its second manufacturers’ title, with the Focus RS WRC 06 built by M-Sport and driven by “Flying Finns“ Marcus Grönholm and Mikko Hirvonen.Continuing with Grönholm and Hirvonen, Ford successfully defended the manufacturers’ world championship in the 2007 season. Ford is the only manufacturer to score in the points for 92 consecutive races; since the 2002 season opener Monte Carlo Rally.

1938 FordBus

Sports cars

Main article: Ford GT#Racing

1939 Ford AA NL

Ford sports cars have been visible in the world of sports car racing since 1964. Most notably the GT40 won the 24 Hours of Le Mans four times in the 1960s and is the only American car to ever win overall at this prestigious event. Ford also won the 1968 International Championship for Makes with the GT40, which still stands today as one of the all-time greatest racing cars. Swiss team Matech GT Racing, in collaboration with Ford Racing, opened a new chapter with the Ford GT, winning the Teams title in the 2008 FIA GT3 European Championship.

Ford Mustang GT (racing GT car)

Main article: Ford Mustang#Racing

1939 Ford op afsluitdijk B-21037a NL

The Ford Mustang has arguably been Ford’s most successful sports car. Jerry Titus won the 1965 SCCA Pro B National Championship with a Mustang and the model went on to earn Ford the SCCA Trans-Am Championship title in both 1966 and 1967. Ford won the Trans-Am Championship again in 1970 with Parnelli Jonesand George Folmer driving Boss 302 Mustangs for Bud Moore Engineering. Ford took the 1985 and 1986 IMSA GTO Championship with Mustangs driven by John Jones and Scott Pruett before returning to Trans-Am glory with a championship in 1989 with Dorsey Schroeder. Ford dominated Trans-Am in the 1990s with Tommy Kendal winning championships in 1993, 1995, 1996, and 1997 with Paul Gentilozi adding yet another title in 1999. In 2005 the Ford Mustang FR500C took the championship in the Rolex Koni Challenge Series in its first year on the circuit. In 2007 Ford added a victory in the GT4 European Championship. 2008 was the first year of the Mustang Challenge for the Miller Cup, a series which pits a full field of identical factory built Ford Mustang race cars against each other. Also in 2008, Ford won the manufacturers championship in the Koni Challenge Series and HyperSport drivers Joe Foster and Steve Maxwell won the drivers title in a Mustang GT.

1939 Ford-Verheul  2 foto via Frank vd Boogert KLM NL

Touring cars

Ford Performance Racing Ford Falcon V8 Supercar at Eastern Creek in Australia in 2008.

Ford has campaigned touring cars such as the Focus, Falcon, and Contour/Mondeo and the Sierra Cosworth in many different series throughout the years. Notably, Mondeo drivers finished 1,2,3 in the 2000 British Touring Car Championship and Falcon drivers placed 1,2,3 in the 2005 V8 Supercar Championship Series.

1940 Ford met carrosserie van Hainje NL

Other

In the Indianapolis 500, Ford powered IndyCars won 17 times between 1965 and 1996^{[citation needed]}. Ford has also branched out into drifting with the introduction of the new model Mustang. Most noticeable is the Turquoise and Blue Falken Tires Mustang driven by Vaughn Gittin Jr, A.K.A. “JR”. with 750 RWHP (Rear Wheel Horsepower). In drag racing, John Force Racing drivers John Force, Tony Pedregon, and Robert Hight have piloted Ford Mustang Funny Cars to several NHRA titles in recent seasons. Teammates Tim Wilkerson and Bob Tasca III also drive Mustangs in Funny Car. Formula Ford, a formula for single-seater cars without wings and originally on road tires were conceived in 1966 in the UK as an entry-level formula for racing drivers. Many of today’s racing drivers started their car racing careers in this category.

1940 Ford O98W158 carr v Eerten GTW197 M-15291 NL

Environmental initiatives

All Ford’s alternative fuel and hybridmodels are identified by Ford’s leaf road logo badge.

1940 Ford O98W158 carr v Eerten GTW198 M-15292 M-15068 NL

Compressed natural gas

The alternative fossil fuel vehicles, such as some versions of the Crown Victoria especially in fleet and taxi service, operate on compressed natural gas—or CNG. Some CNG vehicles have dual fuel tanks – one for gasoline, the other for CNG – the same engine can operate on either fuel via a selector switch.

1940 Ford V8 Werkspoor met verduisterde koplampen. ATO-13 NL

Flexible fuel vehicles

The Ford Focus Flexifuel was the first E85 flexible fuel vehicle commercially available in the European market.

Flexible fuel vehicles are designed to operate smoothly using a wide range of available ethanol fuel mixtures—from pure gasoline, to bioethanol-gasoline blends such as E85 (85% ethanol and 15% gasoline) or E100 (neat hydrous ethanol) in Brazil. Part of the challenge of successful marketing alternative and flexible fuel vehicles in the U.S., is the general lack of establishment of sufficient fueling stations, which would be essential for these vehicles to be attractive to a wide range of consumers. Significant efforts to ramp up production and distribution of E85 fuels are underway and expanding. Current Ford E100 Flex sold in the Brazilian market are the Courier, Ford EcoSport, Ford Fiesta, Ford Focus and Ford Ka.

1940 Frederiks Ford bus de TET 28 NL

Electric vehicles

Ford expects electric vehicles will represent a “major portion” of its lineup a decade from now as the automaker breaks away from a recent reliance on pickup trucks and SUVs. The stakes are high because Ford’s stepped-up investment is coming at a time when the U.S. government is demanding steep increases in fuel economy and has put money forward to help automakers adopt new fuel-saving technologies.

1942 Ford Q163 UK

Ford will partner with Coulomb Technologies to provide nearly 5,000 free in-home charging stations for some of the automaker’s first electric vehicle customers, under the Ford Blue Oval ChargePoint Program.

Hybrid electric vehicles

Ford Escape plug-in hybrid test vehicle.

Mulally (second from left) with then-President George W. Bush at the Kansas City Assembly plant in Claycomo, Missouri on March 20, 2007, touting Ford’s new hybrid cars.

Main article: Hybrid electric vehicle

1942 Ford Transit model 29-B FORD GRAY COACH LINES © William A Luke

In 2004 Ford and Toyota agreed a patent sharing accord which granted Ford access to certain hybrid technology patented by Toyota; in exchange Ford licensed Toyota some of its own patents. In 2005 Ford introduced the Hybrid-Electric Escape. With this vehicle, Ford was third to the automotive market with ahybrid electric vehicle and the first hybrid electric SUV to market. This was also the first hybrid electric vehicle with a flexible fuel capability to run on E85. The Escape’s platform mate Mercury Mariner was also available with the hybrid-electric system in the 2006 model year—a full year ahead of schedule. The similarMazda Tribute will also receive a hybrid-electric powertrain option, along with many other vehicles in the Ford vehicle line.

1943 Ford abc tour Auckland Au

In 2005 Ford announced a goal to make 250,000 hybrids a year by 2010, but by mid-2006 announced that it would not meet that goal, due to excessively high costs and the lack of sufficient supplies of the hybrid-electric batteries and drivetrain system components. Instead, Ford has committed to accelerating development of next-generation hybrid-electric power plants in Britain, in collaboration with Volvo. This engineering study is expected to yield more than 100 new hybrid-electric vehicle models and derivatives.

1943 Ford F60 eigen opbouw B-33023 NL During the 2nd WW

In September 2007 Ford announced a partnership with Southern California Edison (SCE) to examine how plug-in hybrids will work with the electrical grid. Under the multi-million-dollar, multi-year project, Ford will convert a demonstration fleet of Ford Escape Hybrids into plug-in hybrids, and SCE will evaluate how the vehicles might interact with the home and the utility’s electrical grid. Some of the vehicles will be evaluated “in typical customer settings”, according to Ford.

On June 12, 2008 USDOE expanded its own fleet of alternative fuel and advanced technology vehicles with the addition of a Ford Escape Plug-In Hybrid Flex-Fuel Vehicle. The vehicle is equipped with a 10-kilowatt (13 hp) lithium-ion battery supplied by Johnson Controls-Saft that stores enough electric energy to drive up to 30 miles (48 km) at speeds of up to 40 mph (64 km/h)

1943 FORD Transit Model 29-B PS194329-B NL

In March 2009 Ford launched hybrid versions of the Ford Fusion Hybrid and the Mercury Milan Hybrid in the United States, both as 2010 models.

Current and planned Ford hybrid electric vehicles include the Ford Escape Hybrid (2004–present), Mercury Mariner (2006–present), Ford Fusion Hybrid/Mercury Milan (2009–present) and Ford Edge/Lincoln MKX (2009/10–present).

1944 Ford 342 NL

All-electric vehicles

Ford ended the Think City experiment and ordered all the cars repossessed and destroyed, even as many of the people leasing them begged to be able to buy the cars from Ford. After outcry from the lessees and activists in the US and Norway, Ford returned the cars to Norway for sale.

1944 Ford Bus

Bill Ford was one of the first top industry executives to make regular use of an battery electric vehicle, a Ford Ranger EV, while the company contracted with the United States Postal Service to deliver electric postal vans based on the Ranger EV platform..Ford discontinued a line of electric Ranger pickup trucks and ordered them destroyed, though it reversed in January 2005, after environmentalist protest.

The North American Focus EV is based on next generation Focus fuel vehicle, converted to an electric propulsion system as a Production EV by Magna International, and is planned to be launched in late 2011. Ford plans to have 10,000 Focus EVs on the road beginning in late 2011 in partnership with Magna International and it will be a global vehicle that will be sold in the three key markets of North America, Europe and Asia-Pacific. The Focus EV has a maximum range of about 160 kilometers or 100 miles, and a top speed of about 120+ kilometers or 75+ miles per hour.

1944 Ford Transit

Current and planned Ford electric vehicles include the all-electric Transit Connect (2010–present), the Ford Focus EV (2011–present), the C-MAX Energi (on sale from third quarter 2012) and the Ford Fusion EV (on sale from third quarter 2012).

1944 Ford Transit

Ford battery electric vehicle (BEV) demonstrators are included in a British project that is part of the UK government’s zero carbon vehicle fleet of Focus BEVs. The BEV demonstrator fleet is being developed partly with public funding from the government’s Technology Strategy Board (TSB), which promotes innovative industry-led projects that reduce CO2 while benefiting the UK’s transport system.

1944 V-03-Hercules Ford bus C49133

Hydrogen

Ford also continues to study Fuel Cell-powered electric powertrains, and has demonstrated hydrogen-fueled internal combustion engine technologies, as well as developing the next-generation hybrid-electric systems. Compared with conventional vehicles, hybrid vehicles and/or fuel cell vehicles decrease air pollution emissions as well as sound levels, with favorable impacts upon respiratory health and decrease of noise health effects.

1945 Ford NL

Ford has launched the production of hydrogen-powered shuttle buses, using hydrogen instead of gasoline in a standard internal combustion engine, for use at airports and convention centers. At the 2006Greater Los Angeles Auto Show, Ford showcased a hydrogen fuel cell version of its Explorer SUV. The Fuel cell Explorer has a combined output of 174 hp (130 kW). It has a large hydrogen storage tank which is situated in the center of the car taking the original place of the conventional model’s automatic transmission. The centered position of the tank assists the vehicle reach a notable range of 350 miles (563 km), the farthest for a fuel cell vehicle so far. The fuel cell Explorer the first in a series of prototypes partly funded by the United States Department of Energy to expand efforts to determine the feasibility of hydrogen- powered vehicles. The fuel cell Explorer is one of several vehicles with green technology being featured at the L.A. show, including the 2008 Ford Escape Hybrid, PZEV emissions compliant Fusion and Focus models and a 2008 Ford F-Series Super Duty outfitted with Ford’s clean diesel technology.

1946 ABC Ford V8 number 82 as a Movan

1946 Hist Bus FordThames

Increased fuel efficiency

All Ford’s models with EcoBoost engines are identified by Ford’s leaf road logo badge.

Ford Motor Company announced it will accelerate its plans to produce more fuel-efficient cars, changing both its North American manufacturing plans and its lineup of vehicles available in the United States. In terms of North American manufacturing, the company will convert three existing truck and sport utility vehicle (SUV) plants for small car production, with the first conversion at its Michigan Truck Plant. In addition, Ford’s assembly plants near Mexico City, Mexico, and in Louisville, Kentucky, will convert from pickups and SUVs to small cars, including the Ford Fiesta, by 2011. Ford will also introduce to North America six of its European small vehicles, including two versions of the Ford Fiesta, by the end of 2012. And last but not least, Ford is stepping up its production of fuel-efficient “EcoBoost” V-6 and four-cylinder engines, while increasing its production of hybrid vehicles.

1946 Ford 69-B

Ford of Europe developed the ECOnetic programme to address the market and legislative need for higher fuel efficiency and lower CO2 emissions. As opposed to the hybrid engine technology used in competitor products such as the Toyota Prius, ECOnetic improves existing technology. Using lower consuming Duratorq TDCi diesel engines, and based on a combination of improved aerodynamics, lower resistance and improved efficiency, the Ford Fiesta is currently the lowest emitting mass-produced car in Europe, while the 2012 Ford Focus ECOnetic will have better fuel consumption that the Prius or the Volkswagen Golf BlueMotion.ECOnetic is not presently planned to be sold in North American due to current perceived lower consumer demand.

1946 Ford CAP carr. De Haas 18 NL

Ford has challenged University teams to create a vehicle that is simple, durable, lightweight and come equipped with a base target price of only $7,000 The students from Aachen University created the “2015 Ford Model T“.

In 2000, under the leadership of the current Ford chairman, William Clay Ford, the Company announced a planned 25 percent improvement in the average mileage of its light truck fleet – including its popular SUVs – to be completed by the 2005 calendar year. In 2003, Ford announced that competitive market conditions and technological and cost challenges would prevent the company from achieving this goal.

1946 Ford F5 V8 carr.Heida Wolvega B-33225 NL

Researchers at the University of Massachusetts Amherst have, however, listed Ford as the seventh-worst corporate producer of air pollution, primarily because of the manganese compounds, 1,2,4-trimethylbenzene, and glycol ethers released from its casting, truck, and assembly plants. The United States Environmental Protection Agency has linked Ford to 54 Superfund toxic waste sites, twelve of which have been cleaned up and deleted from the list.

For the 2007 model year, Ford had thirteen U.S. models that achieve 30 miles per gallon or better (based on the highway fuel economy estimates of the EPA) and several of Ford’s vehicles were recognized in the EPA and Department of Energy Fuel Economy Guide for best-in-class fuel economy. Ford claimed to have eliminated nearly three million pounds of smog-forming emissions from their U.S. cars and light trucks over the 2004 to 2006 model years.

1946 Ford nr 40 Hengelo Tet 004 NL

PC power management

1946 Ford Tour Buses at The River Rouge ©THEOldMotor.COM

On March 2010, Ford announced its PC power management system which it developed with NightWatchman software from 1E. The company is expected to save $1.2m on power cost and reduce carbon footprint by an estimated 16,000 to 25,000 metric tons annually when the system is fully implemented.

PC power management is being rolled out to all Ford computer users in US this month and it will be used in Ford operations around the world later in the year. Computers with this power profile enabled will monitor its usage patterns and decides when it can be turned off. PC user will be alerted of the approaching power down time and given the opportunity to delay it.

1946 Ford V8 Cupido B-27189 NL

According to company reduction in carbon footprint and power cost will be achieved by developing ‘Power Profiles’ for every PC in the company.

1946 Ford v8 carr.Jonckheere B ©Groep Waaslandia

1946 Ford V8 carr.Postma Rottevalle

1946 Ford carr.Verheul

1946 Ford 59b Bus

1946 Ford-Thames noodautobussen voor 31 personen, carr.Verheul mei 1946 NL

1946-1952 Ford carr. De Groot door © Bramani NB-21-81

1947 Ford 15 Rotterdam carr. Allan  NL

1947 Ford 59B Bus  BBA (SVA) carr. Jongerius NL

1947 Ford B59 Transit Ford 100pk carr Jongerius GTW 998 NL

1947 Ford B59 Transit Ford 100pk carr Jongerius GTW 998 NL

1945 Ford B-21037b carr. Den Oudsten-Domburg NL

1947 Ford carr. onb

1947 Ford carr Jongerius Huisstijl BBA Stadsbus 353 NB-33-79 NL

1947 Ford F5 C 694 B carr. Wayne GTW 25 NL

1947 Ford carr.Jongerius NL

1947 Ford Trambus B-31898 NL

1947 Ford V8 carr. Brouwers NL

1947 Ford, 59 B carr.Verheul NL

1947 Ford, 59B carr.Jongerius NL

1947 Ford, 59B carr.Jongerius NL

1947 Ford-carr.Hoogeveen (trambus) 046 NL

1947 Ford-carr.Verheul (trambus) 056 NL

1947-1952 Ford 6G-C694B carr. Roset NB-36-90 NL

1948 Ford 6 600 Perkins 6cyl motor Carr. Agosti Hecha de Madera por artesanos ¡Un espectaculo el interior!

1948 Ford Bus School Old

1948 Ford carr.Hoogeveen (trambus) 042a NL

1948 Ford Schoolbus carr.Jongerius bus-7 NL

1948 Ford Schoolbussen

1948 Ford Schoolbussen

1948 Ford Wayne schoolbus Cupido B-27186 NB-50-80 NL

1949 Ford-Highlander

1949 Ford-Wayne-Hercules-Cambell

This is the end of part I

Filed Under: ALLAN, Aston Martin, Brouwers, Cambell, Craiova, de Groot, DEN OUDSTEN,DOMBURG, EBRO, Edsel, FOKKER, Ford, Fordson, GAZ, GREYHOUND, Hainje, HEIDA,Hercules, Hoogeveen, ISOBLOC, IVECO, Jaguar, Jonckheere, Jongerius, KIA, Kusters & Lemmens, Land-Rover, Lincoln, LIO HO, Mahindra, Mazda, Mercury, Merkur, Motorcraft,Postma, Roset, SAMCOR, SEAT, TATA Motors, Thames, v d Bos & Br, van Eerten,VERHEUL, Veth, Visser, VOLVO, VW, Wayne, WERKSPOOR, Zhejiang Geely Holding Group, ZIS

Buses DODGE (Brothers) Detroit USA

Buses DODGE Detroit USA

Dodge is een Amerikaans automerk dat in 1914 werd opgericht door John Francis Dodge en diens broer Horace Elgin Dodge. In 1928 werd het merk overgenomen door Chrysler en van 1998 tot 2007 maakte het deel uit van het Duitse concern Daimler Chrysler.

De broers John en Horage Dogde waren als kind al door mechaniek gepassioneerd. Na in Detroit in een fabriek van scheepsmotoren te hebben gewerkt richtten ze in 1887 een fietsbedrijf, Dodge Brothers Bicycle & Machine Factory, op. Beiden vulden elkaar hiervoor goed aan. John was het meest geïnteresseerd in het commerciële, Horace in het technische. Ze waren ook harde werkers en het bedrijf boekte al snel succes.

Voorgeschiedenis

In 1901 begonnen ze ook motorfietscomponenten te produceren. Ze ontmoetten ook Ransom Olds, de oprichter van Oldsmobile, die hen in onderaanneming de eencilinder van zijn nieuwe auto liet bouwen. Die auto had succes en de onderneming van John en Horace werd de grootste motorenproducent ter wereld. In 1903werd ook Ford klant voor de bouw van onderdelen van de Ford Model A. Omdat Henry Ford de eerste bestelling niet kon betalen kregen John en Horace voor 10 procent aandelen in de jonge autobouwer en belangrijke posities in de raad van bestuur. Het gigantische succes van de T-Ford maakte van de broers miljonairs.

Begin jaren 1910 wilde Henry Ford herstructureren om minder geld aan de aandeelhouders te hoeven uitkeren. De Dogdes hadden het wel gehad met de man en kondigde aan dat ze uit de raad van bestuur zouden stappen en een eigen auto gaan bouwen. De woedende Ford verdubbelde het loon van zijn werknemers, verlaagde zijn prijzen en investeerde in zijn tractorfabriek om maar geen dividenden meer te hoeven uitkeren. De aandeelhouders begonnen in 1917 een rechtszaak die in 1919 eindigde toen Ford de aandelen van de Dodges terugkocht.

Geschiedenis

In 1914 richtten de broers The Dodge brothers motor vehicle company op en introduceerden hun eerste auto. De auto had een 3,5 liter van 40 pk en kostte 785 USD. Dat was veel meer dan de T-Ford maar de Dodge was wel moderner dan de uit 1908 daterende T. De auto had succes en het eerste jaar werden reeds 45.000 exemplaren gebouwd.

Het merk Dodge kreeg al snel een naam voor de betrouwbaarheid van haar auto’s. Die betrouwbaarheid deed ook het Amerikaanse leger voor Dodge kiezen tijdens de Eerste Wereldoorlog. Dodge produceerde legervrachtwagens tijdens de oorlog die ook door het Franse leger werden ingezet. In 1918 kreeg het bedrijf een erekruis van Frankrijk.

In 1920 waren reeds 140.000 Dodges geproduceerd en groeide het merk uit tot de op één na grootste constructeur in de Verenigde Staten, na Ford. In januari dat jaar stierf John Dodge aan een longontsteking en in december stierf Horace Dodge aan griep en levercirrose. Frederick Haynes nam de leiding over Dodge Brothers over tot de weduwes van de broers, Anna en Matilda, het voor 146.000.000 USD, destijds het grootste overnamebedrag uit de geschiedenis, verkochten aan Dillon, Read & Company die hierbij General Motors overtrof. Op 31 juli 1928 werd het bedrijf doorverkocht aan Chrysler voor 175.000.000 USD.

Nadat Chrysler de Britse Rootes Group en het Franse Simca in 1967 overnam en er Chrysler Europe mee vormde werd de merknaam Dodge in Europa gebruikt voor lichte bedrijfsvoertuigen die voorheen Commer en Karrier hadden geheten. Ook de pick-up– en bestelwagenversies van de Simca 1100 heetten vanaf dan Dodge.

In de jaren zeventig kwam Chrysler in zware financiële problemen. Chrysler Europe ging in 1977 ten onder en werd in 1978 voor symbolische bedrag van 1 dollar verkocht aan Peugeot. De fabriek werd verkocht aan Renault dat de Dodge-vrachtwagens verkocht als Renaults en ze uiteindelijk uitfaseerde. De fabriek werd uiteindelijk een motorenfabriek. In 1998 kwam Dodge samen met Chrysler in handen van het Duitse DaimlerChrysler.

1915-dodge-archives

1925 Dodge-Verheul L+R Dodge Lith NL

1928 Dodge-Brothers USA

1929 Dodge Brothers ad

1929 Dodge Brothers ad

1929 Dodge Brothers ad

1929 Dodge Brothers ad

1929 Dodge Brothers ad

Dodge bus 1930-1939 after an accident

1930 Dodge Verheul NL

1931 Dodge Verheul NL

1935 Dodge Wayne Bodied School Bus

1936 Henson’s Dodge AUS

1936 Dodge

1938 ESA 40 Dodge Perkins Medema NL

1938-196 Dodge Thailand

1939 Coche 29, Dodge, Agosti carr..Juan Flores(p) (puerta) Angel Labombarda(Derecha)

1939 NZ Dodge Postoffice Bus

IMCDb.org 1939 Dodge WD

Ex- RAF WW2 Dodge VK Truck 1940

Dodge Vintage Bus Spain

1942 Dodge Schoolbus

1943 Dodge Wilson

1944 Dodge Thai Bus 25

1945 Dodge Hainje B-31857 ©Jan Voerman

1946 ESA 5 Dodge Hainje NL

1946 ESA 12-2 Dodge Noodcarrosserie ESA

1946 Dodge Schoolbus

1946 Van Hool Dodge-Chassis NL

1946-Dodge-power-wagon-schoolbus-24

1946-Dodge-bus-carrosserie-de-Schelde-van-de-Marnedienst-foto-1951 NL

1946-Dodge-de-Schelde NL

1946-Dodge-de-Schelde-ESA-45-en-47 NL

Dodge School Bus

1947 DODGE BUS WAGON WITH WOODIE TEARDROP

1947 Dodge F-30185

1947 Dodge-Highlander

1948 Dodge Bus Chassis

1948 Dodge Amersfoort NL

1948 Dodge Brothers 240 (Majoral) Spanje

1949 Dodge 21 zitpl TMP NL

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1949 Dodge 21 zitpl TMP NL

1949 Dodge 31 zitpl TMP14 NL

1949 Dodge Adena-firedept rf

dodge-school-bus

1949 Dodge autobus Heiloo NL

1949 Dodge PREVOST Stretch 6 Can. © J.P. Lajeunesse

1950 Dodge Kew 125L Sannes Norway

1950 Dodge School bus pick-up

1952 Dodge Yellow school bus

1952 Dodge-Convoyer

1953 Dodge-school-bus © Hank Suderman

1954 Dodge Wayne

1955 Dodge School bus

1956 Dodge EBY-614 2836 Maltaship

1956 Dodge hwh stn 44 History

1956 Dodge PikiWiki Israel 3691 BUS

1957 Dodge Schoolbus

1958  Dodge AMZ-de Muynck 35 NL

1958 Dodge School Buses

1959 Dodge 12 deurs

1959 Dodge

1960 Army Dodge Power Wagon

1960 Dodge Bus

1961 Dode SchoolBuses

1961 DODGE Malta

1962 Dodge-school-bus

1962 Dodge-school-bus

1963 Dodge Leyland FRY-363 2500 Maltaship

1963 Dodge bus

1964 Dodge-Haugesund Turistbiler Norway

1965 Dodge Malta © Keith Till

U.S.Army. Dodge A 100 bus

1965 Dodge sportsman wagon

1965 Dodge

1966 Dodge Motorhome

1966 DODGE A100 CAMPER

 1966 Dodge Sportsman wagon school-van © J.P. Joans

1966 Dodge

1967 Dodge Sportsman Wagon

1968-Dodge school-bus

1970 DODGE A100

1974 dodge-b300-bus-benzine-zwart

dodge-d700-bus-1976

Dodge D400 Bus (1977)

DODGE CAR LOGOS

Dodge D400 Bus (1978)

Dodge D500 Bus (1980)

Dodge D700 Bus (1980)

1980 Buseta Dodge D300 Pájaro Azul

1981 Dodge ram-school-bus

1981 Dodge-ram-school-bus

1982 Dodge PTH s600 Bus

1983 Dodge 50

1983 DODGE S800V 16 seater

1984 Dodge 16 seat buses

1985 DODGE 20

1985 Dodge-D

1986 Dodge D700-Caio

1994 VanHool Dodge Buses Serbus

1998 Dodge-commando-g13-wadham-stringer-vanguard-coach

2001 Dodge 2500 mini bus spotted in Denali

2005 Thomas Dodge Left Front

1990 G13-Dodge-Renault bus

1998 Dodge Renault ints text

Metalpar Dodge Linea Buses Tucapel Concepcin

Dodge Renault

DODGE images

The END

Filed Under: AGOSTI, Buseta, CAIO, Camper, Chrysler, COMMER, DaimlerChrysler, de Muynck, DE SCHELDE, DODGE, Dodge Brothers, Firebrigade, Ford, Hainje, KARRIER,Medema, Metalpar, OLD BUSES, Oldsmobile, Perkins, Peugeot, Prevost, RENAULT, Simca,USA, Van Hool, VERHEUL, Wadham Bros, Wilson