text:
Unit record equipment

Starting at the end of the nineteenth century, well before the advent of electronic computers, data processing was performed using electromechanical machines collectively referred to as unit record equipment, electric accounting machines (EAM) or tabulating machines. Unit record machines came to be as ubiquitous in industry and government in the first two-thirds of the twentieth century as computers became in the last third. They allowed large volume, sophisticated data-processing tasks to be accomplished before electronic computers were invented and while they were still in their infancy. This data processing was accomplished by processing punched cards through various unit record machines in a carefully choreographed progression. This progression, or flow, from machine to machine was often planned and documented with detailed flowcharts that used standardized symbols for documents and the various machine functions. All but the earliest machines had high-speed mechanical feeders to process cards at rates from around 100 to 2,000 per minute, sensing punched holes with mechanical, electrical, or, later, optical sensors. The operation of many machines was directed by the use of a removable plugboard, control panel, or connection box. Initially all machines were manual or electromechanical. The first use of an electronic component was in 1937 when a photocell was used in a Social Security bill-feed machine. Electronic components were used on other machines beginning in the late 1940s.

The term unit record equipment also refers to peripheral equipment attached to computers that reads or writes unit records, e.g., card readers, card punches, printers, MICR readers.

IBM was the largest supplier of unit record equipment and this article largely reflects IBM practice and terminology.

Beginnings
In the 1880s Herman Hollerith was the first to record data on a medium that could then be read by a machine. Prior uses of machine readable media had been for lists of instructions (not data) to drive programmed machines such as Jacquard looms and mechanized musical instruments. "After some initial trials with paper tape, he settled on punched cards [...] ". To process these punched cards, sometimes referred to as "Hollerith cards", he invented the keypunch, sorter, and tabulator unit record machines. These inventions were the foundation of the data processing industry. The tabulator used electromechanical relays to increment mechanical counters. Hollerith's method was used in the 1890 census. The company he founded in 1896, the Tabulating Machine Company (TMC), was one of four companies that in 1911 were amalgamated in the forming of a fifth company, the Computing-Tabulating-Recording Company, later renamed IBM.

Following the 1900 census a permanent Census bureau was formed. The bureau's contract disputes with Hollerith led to the formation of the Census Machine Shop where James Powers and others developed new machines for part of the 1910 census processing. Powers left the Census Bureau in 1911, with rights to patents for the machines he developed, and formed the Powers Accounting Machine Company. In 1927 Powers' company was acquired by Remington Rand. In 1919 Fredrik Rosing Bull, after examining Hollerith's machines, began developing unit record machines for his employer. Bull's patents were sold in 1931, constituting the basis for Groupe Bull.

These companies, and others, manufactured and marketed a variety of general-purpose unit record machines for creating, sorting, and tabulating punched cards, even after the development of computers in the 1950s. Punched card technology had quickly developed into a powerful tool for business data-processing.

Timeline

 * 1884: Herman Hollerith files a patent application titled "Art of Compiling Statistics"; granted  on January 8, 1889.
 * 1886: First use of tabulating machine in Baltimore's Department of Health.
 * 1887: Hollerith files a patent application for an integrating tabulator (granted in 1890).
 * 1889: First recorded use of integrating tabulator in the Office of the Surgeon General of the Army.
 * 1890-1895: U.S. Census, Superintendents Robert P. Porter 1889-1893 and Carroll D. Wright 1893-1897, tabulations are done using equipment supplied by Hollerith.
 * 1896: The Tabulating Machine Company founded by Hollerith, trade name for products is Hollerith
 * 1901: Hollerith Automatic Horizontal Sorter
 * 1904: Porter, having returned to England, forms The Tabulator Limited (UK) to market Hollerith's machines.
 * 1905: Hollerith reincorporates the Tabulating Machine Company as The Tabulating Machine Company
 * 1906: Hollerith Type 1 Tabulator, the first tabulator with an automatic card feed and control panel.
 * 1909: The Tabulator Limited renamed as British Tabulating Machine Company (BTM).
 * 1910: Tabulators built by the Census Machine Shop print results.
 * 1910: Willy Heidinger, an acquaintance of Hollerith, licenses Hollerith’s The Tabulating Machine Company patents, creating Dehomag in Germany.
 * 1911: Computing-Tabulating-Recording Company (CTR), a holding company, formed by the amalgamation of The Tabulating Machine Company and three other companies.
 * 1911: James Powers forms Powers Tabulating Machine Company, later renamed Powers Accounting Machine Company.  Powers had been employed by the Census Bureau to work on tabulating machine development and was given the right to patent his inventions there. The machines he developed sensed card punches mechanically, as opposed to Hollerith's electric sensing.
 * 1912: The first Powers horizontal sorting machine.
 * 1914: Thomas J. Watson hired by CTR.
 * 1914: The Tabulating Machine Company produces 2 million punched cards per day.

 * 1914: The first Powers printing tabulator.
 * 1915 Powers Tabulating Machine Company establishes European operations through the Accounting and Tabulating Machine Company of Great Britain Limited.
 * 1919: Fredrik Rosing Bull, after studying Hollerith's machines, constructs a prototype 'ordering, recording and adding machine' (tabulator) of his own design. About a dozen machines were produced during the following several years for his employer.
 * 1920s: Early in this decade punched cards began use as bank checks.
 * 1920: BTM begins manufacturing its own machines, rather than simply marketing Hollerith equipment.
 * 1920: The Tabulating Machine Company's first printing tabulator, the Hollerith Type 3.
 * 1921: Powers-Samas develops the first commercial alphabetic punched card representation.
 * 1922: Powers develops an alphabetic printer.
 * 1923: Powers develops a tabulator that accumulates and prints both sub and grand totals (rolling totals).
 * 1923: CTR acquires 90% ownership of Dehomag, thus acquiring patents developed by them.
 * 1924: Computing-Tabulating-Recording Company (CTR) renamed International Business Machines (IBM). There would be no IBM-labeled products until 1933.
 * 1925: The Tabulating Machine Company's first horizontal card sorter, the Hollerith Type 80, processes 400 cards/min.
 * 1927: Remington Typewriter Company and Rand Kardex combine to form Remington Rand. Within a year, Remington Rand acquires the Powers Accounting Machine Company.
 * 1928: The Tabulating Machine Company's first tabulator that could subtract, the Hollerith Type IV tabulator. The Tabulating Machine Company begins its collaboration with Benjamin Wood, Wallace John Eckert and the Statistical Bureau at Columbia University.  The Tabulating Machine Company's 80-column card introduced.  Comrie uses punched card machines to calculate the motions of the moon. This project, in which 20,000,000 holes are punched into 500,000 cards continues into 1929. It is the first use of punched cards in a purely scientific application.
 * 1929 The Accounting and Tabulating Machine Company of Great Britain Limited renamed Powers-Samas Accounting Machine Limited (Samas, full name Societe Anonyme des Machines a Statistiques, had been the Power's sales agency in France, formed in 1922). The informal reference "Acc and Tab" would persist.
 * 1930: The Remington Rand 90 column card, offering "more storage capacity [and] alphabetic capability"
 * 1931: H.W.Egli - BULL founded to capitalize on the punched card technology patents of Fredrik Rosing Bull. The Tabulator model T30 is introduced.

 * 1931: The Tabulating Machine Company's first punched card machine that could multiply, the 600 Multiplying Punch.   Their first alphabetical accounting machine - although not a complete alphabet, the Alphabetic Tabulator Model B was quickly followed by the full alphabet ATC.
 * 1931: The term "Super Computing Machine" is used by the New York World newspaper to describe the Columbia Difference Tabulator, a one-of-a-kind special purpose tabulator-based machine made for the Columbia Statistical Bureau, a machine so massive it was nicknamed "Packard".  The Packard attracted users from across the country: "the Carnegie Foundation, Yale, Pittsburgh, Chicago, Ohio State, Harvard, California and Princeton."
 * 1933: Compagnie des Machines Bull is the new name of the reorganized H.W. Egli - Bull.
 * 1933: The Tabulating Machine Company name disappears as subsidiary companies are merged into IBM.  The Hollerith trade name is replaced by IBM. IBM introduces removable control panels.
 * 1933: Dehomag's BK tabulator (developed independently of IBM) announced.
 * 1934: IBM renames its Tabulators as Electric Accounting Machines.
 * 1935: BTM Rolling Total Tabulator introduced.
 * 1937: Leslie Comrie establishes the Scientific Computing Service Limited - the first for-profit calculating agency.
 * 1937: The first collator, the IBM 077 Collator The first use of an electronic component in an IBM product was a photocell in a Social Security bill-feed machine.   By 1937 IBM had 32 presses at work in Endicott, N.Y., printing, cutting and stacking five to 10 million punched cards every day.
 * 1938: Powers-Samas multiplying punch introduced.
 * 1941 Introduction of Bull Type A unit record machines based on 80 column card.
 * 1943: "IBM had about 10,000 tabulators on rental [...] 601 multipliers numbered about 2000 [...] keypunch[es] 24,500".
 * 1946: The first IBM punched card machine that could divide, the IBM 602, was introduced. Unreliable, it "was upgraded to the 602-A (a '602 that worked') [...] by 1948". The IBM 603 Electronic Multiplier was introduced, "the first electronic calculator ever placed into production.".
 * 1948: The IBM 604 Electronic Punch. "No other calculator of comparable size or cost could match its capability".
 * 1949: The IBM 024 Card Punch, 026 Printing Card Punch, 082 Sorter, 403 Accounting machine, 407 Accounting machine, and Card Programmed Calculator (CPC) introduced.
 * 1952: Bull Gamma 3 introduced. An electronic calculator with delay-line memory, programmed by a connection panel, that was connected to a tabulator or card reader-punch. The Gamma 3 had greater capacity, greater speed, and lower rentals than competitive products.
 * 1952: Remington Rand 409 Calculator (aka. UNIVAC 60, UNIVC 120) introduced.
 * 1952: Underwood Corp acquires the American assets of Powers-Samas.

By the 1950s punched cards and unit record machines had become ubiquitous in academia, industry and government. The warning often printed on cards that were to be individually handled, "Do not fold, spindle or mutilate", coined by Charles A. Philips, became a motto for the post-World War II era (even though many people had no idea what spindle meant).

With the development of computers punched cards found new uses as their principal input media. Punched cards were used not only for data, but for a new application - computer programs, see: Computer programming in the punched card era. Unit record machines therefore remained in computer installations in a supporting role for keypunching, reproducing card decks, and printing.

 * 1955: IBM produces 72.5 million punched cards per day.
 * 1957: The IBM 608, a transistor version of the 1948 IBM 604. First commercial all-transistor calculator.
 * 1958: The "Series 50", basic accounting machines, was announced. These were modified machines, with reduced speed and/or function, offered for rental at reduced rates.  The name "Series 50" relates to a similar marketing effort, the "Model 50", seen in the IBM 1940 product booklet. An alternate report identifies the modified machines as "Type 5050" introduced in 1959 and notes that Remington-Rand introduced similar products.
 * 1959: BTM is merged with rival Powers-Samas to form International Computers and Tabulators(ICT).
 * 1959: The IBM 1401, internally known in IBM for a time as "SPACE" for "Stored Program Accounting and Calculating Equipment" and developed in part as a response to the Bull Gamma 3, outperforms three IBM 407s and a 604, while having a much lower rental.  That functionality combined with the availability of tape drives, accelerated the decline in unit record equipment usage.
 * 1960: The IBM 609 Calculator, an improved 608 with core memory. This will be IBMs last punched card calculator.

Many organizations were loath to alter systems that were working, so production unit record installations remained in operation long after computers offered faster and more cost effective solutions. Cost or availability of equipment was another factor; for example in 1965 an IBM 1620 computer did not have a printer as standard equipment, so it was normal in such installations to punch output onto cards and then print these cards on an IBM 407 accounting machine. Specialized uses of punched cards such as toll collection, microform aperture cards, and punched card voting kept unit record equipment in use into the twenty-first century.

 * 1968: International Computers and Tabulators (ICT) is merged with English Electric Computers, forming International Computers Limited (ICL).
 * 1969: The IBM System/3, renting for less than $1,000 a month, the ancestor of IBM's midrange computer product line, aka. minicomputers, was aimed at new customers and organizations that still used IBM 1400 series computers or unit record equipment. It featured a new, smaller, punched card with a 96 column format. Instead of the rectangular punches in the classic IBM card, the new cards had tiny (1 mm), circular holes much like paper tape. By July 1974 more than 25,000 System/3s had been installed.
 * 1971: The IBM 129 Card Data Recorder (keypunch and auxiliary on-line card reader/punch) is the last, or among the last, 80-column card unit record product announcements (other than card readers and card punches attached to computers).
 * 1975 Cardamation founded, a U.S. company that supplied punched card equipment and supplies until 2011.

Endings

 * 1976: The IBM 407 Accounting Machine was withdrawn from marketing.
 * 1978: IBM's Rochester plant made its last shipment of the IBM 082, 084, 085, 087, 514, and 548 machines. The System/3 was succeeded by the System/38.
 * 1980: The last reconditioning of an IBM 519 Document Originating Punch.
 * 1984: The IBM 029 Card Punch, announced in 1964, was withdrawn from marketing. IBM closed its last punch card manufacturing plant.
 * 2010: A group from the Computer History Museum reported that an IBM 402 Accounting Machine and related punched card equipment was still in operation at a filter manufacturing company in Conroe, Texas. The punched card system was still in use as of 2013.
 * 2011: The owner of Cardamation, Robert G. Swartz, dies, and the company, perhaps the last supplier of punch card equipment, ceases operation.
 * 2015: Punched cards for time clocks and some other applications were still available; one supplier was the California Tab Card Company. As of 2018, the web site was no longer in service.

Punched cards
The basic unit of data storage was the punched card. The IBM 80-column card was introduced in 1928. The Remington Rand Card with 45 columns in each of two tiers, thus 90 columns, in 1930. Powers-Samas punched cards include one with 130 columns. Columns on different punch cards vary from 5 to 12 punch positions. The method used to store data on punched cards is vendor specific. In general each column represents a single digit, letter or special character. Sequential card columns allocated for a specific use, such as names, addresses, multi-digit numbers, etc., are known as a field. An employee number might occupy 5 columns; hourly pay rate, 3 columns; hours worked in a given week, 2 columns; department number 3 columns; project charge code 6 columns and so on.

Keypunching
Original data were usually punched into cards by workers, often women, known as keypunch operators, under the control of a program card (called a drum card because it was installed on a rotating drum in the machine), which could automatically skip or duplicate predefined card columns, enforce numeric-only entry, and, later, right-justify a number entered.

Their work was often checked by a second operator using a verifier machine, also under the control of a drum card. The verifier operator re-keyed the source data and the machine compared what was keyed to what had been punched on the original card.

Sorting
An activity in many unit record shops was sorting card decks into the order necessary for the next processing step. Sorters, like the IBM 80 series Card Sorters, sorted input cards into one of 13 pockets depending on the holes punched in a selected column and the sorter's settings. The 13th pocket was for blanks and rejects. Cards were sorted on one card column at a time; sorting on, for example, a five digit zip code required that the card deck be processed five times. Sorting an input card deck into ascending sequence on a multiple column field, such as an employee number, was done by a radix sort, bucket sort, or a combination of the two methods.

Sorters were also used to separate decks of interspersed master and detail cards, either by a significant hole punch or by the cards corner-cut.

More advanced functionality was available in the IBM 101 Electronic Statistical Machine, which could
 * Sort
 * Count
 * Accumulate totals
 * Print summaries
 * Send calculated results (counts and totals) to an attached IBM 524 Duplicating Summary Punch.

Tabulating
Reports and summary data were generated by accounting or tabulating machines. The original tabulators only counted the presence of a hole at a location on a card. Simple logic, like ands and ors could be done using relays.

Later tabulators, such as those in IBM's 300 series, directed by a control panel, could do both addition and subtraction of selected fields to one or more counters and print each card on its own line. At some signal, say a following card with a different customer number, totals could be printed for the just completed customer number. Tabulators became complex: the IBM 405 contained 55,000 parts (2,400 different) and 75 miles of wire; a Remington Rand machine circa 1941 contained 40,000 parts.

Calculating
In 1931, IBM introduced the model 600 multiplying punch. The ability to divide became commercially available after World War II. The earliest of these calculating punches were electromechanical. Later models employed vacuum tube logic. Electronic modules developed for these units were used in early computers, such as the IBM 650. The Bull Gamma 3 calculator could be attached to tabulating machines, unlike the stand-alone IBM calculators.

Card punching
Card punching operations included:
 * Gang punching - producing a large number of identically punched cards—for example, for inventory tickets.
 * Reproducing - reproducing a card deck in its entirety or just selected fields. A payroll master card deck might be reproduced at the end of a pay period with the hours worked and net pay fields blank and ready for the next pay period's data. Programs in the form of card decks were reproduced for backup.
 * Summary punching - punching new cards with details and totals from an attached tabulating machine.
 * Mark sense reading - detecting electrographic lead pencil marks on ovals printed on the card and punching the corresponding data values into the card.

Singularly or in combination, these operations were provided in a variety of machines. The IBM 519 Document-Originating Machine could perform all of the above operations.

The IBM 549 Ticket Converter read data from Kimball tags, copying that data to punched cards.

With the development of computers, punched cards were also produced by computer output devices.

Collating
IBM collators had two input hoppers and four output pockets. These machines could merge or match card decks based on the control panel's wiring as illustrated here.

The Remington Rand Interfiling Reproducing Punch Type 310-1 was designed to merge two separate files into a single file. It could also punch additional information into those cards and select desired cards.

Collators performed operations comparable to a database join.

Interpreting
An interpreter prints characters on a punched card equivalent to the values of all or selected columns. The columns to be printed can be selected and even reordered, based on the machine's control panel wiring. Later models could print on one of several rows on the card. Unlike keypunches, which print values directly above each column, interpreters generally use a font that was a little wider than a column and can only print up to 60 characters per row. Typical models include the IBM 550 Numeric Interpreter, the IBM 557 Alphabetic Interpreter, and the Remington Rand Type 312 Alphabetic Interpreter.

Filing
Batches of punched cards were often stored in tub files, where individual cards could be pulled to meet the requirements of a particular application.

Transmission of punched card data
Electrical transmission of punched card data was invented in the early 1930s. The device was called an Electrical Remote Control of Office Machines and was assigned to IBM. Inventors were Joseph C. Bolt of Boston & Curt I. Johnson; Worcester, Mass. assors to the Tabulating Machine Co., Endicott, NY. The Distance Control Device received a US patent in Aug.9,1932:. Letters from IBM talk about filling in Canada in 9/15/1931.

Processing punched tape
The IBM 046 Tape-to-Card Punch and the IBM 047 Tape-to-Card Printing Punch (which was almost identical, but with the addition of a printing mechanism) read data from punched paper tape and punched that data into cards. The IBM 063 Card-Controlled Tape Punch read punched cards, punching that data into paper tape.

Control panel wiring and Connection boxes

The operation of Hollerith/BTM/IBM/Bull tabulators and many other types of unit record equipment was directed by a control panel. Operation of Powers-Samas/Remington Rand unit record equipment was directed by a connection box.

Control panels had a rectangular array of holes called hubs which were organized into groups. Wires with metal ferrules at each end were placed in the hubs to make connections. The output from some card column positions might connected to a tabulating machine's counter, for example. A shop would typically have separate control panels for each task a machine was used for.

Paper handling equipment
For many applications, the volume of fan-fold paper produced by tabulators required other machines, not considered to be unit record machines, to ease paper handling.

 * A decollator separated multi-part fan-fold paper into individual stacks of one-part fan-fold and removed the carbon paper.
 * A burster separated one-part fan-fold paper into individual sheets. For some uses it was desirable to remove the tractor-feed holes on either side of the fan-fold paper. In these cases the form's edge strips were perforated and the burster removed them as well.

title: Unit record equipment


text:
Mandalay Entertainment

Mandalay Entertainment Group is an American entertainment company founded in 1995 by Peter Guber, with interests in motion pictures, animated films, television, sports entertainment and new media.

Divisions

 * Mandalay Pictures is a film production company whose productions include I Know What You Did Last Summer, Donnie Brasco, Seven Years in Tibet, Wild Things, Les Misérables, The Deep End of the Ocean, Sleepy Hollow, The Score, Io and Into the Blue.
 * Mandalay Television is a producer of television series, including Cupid, Mercy Point, Rude Awakening, and Brotherhood. It also previously distributed games of its minor league baseball teams owned by Mandalay Baseball Properties for TV airings. It also produces television films and miniseries. Its productions include Intensity, Get to the Heart: The Barbara Mandrell Story, Bad As I Wanna Be,  Sole Survivor, First Daughter, The Linda McCartney Story, Angels Fall, Blue Smoke, Carolina Moon, Montana Sky, Northern Lights, Midnight Bayou, High Noon and Tribute.
 * Mandalay Sports Media is a producer of scripted sports films, unscripted sports films, sports documentaries, and sports entertainment in general. MSM previously included Mandalay Baseball Properties (MBP), responsible for several professional baseball franchises, sports marketing, stadium development, ownership, management and consulting.

Former divisions

 * Dick Clark Productions, which has been co-owned by Mandalay twice, from 2004 to 2007, and again in September 2012.
 * Mandalay Baseball LLC, responsible for several professional baseball franchises, sports marketing, stadium development, ownership, management and consulting

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Mandalay Entertainment


text:
Kenworth

Kenworth Truck Company is an American truck manufacturer. Founded in 1923 as the successor to Gersix Motor Company, Kenworth specializes in production of heavy-duty (Class 8) and medium-duty (Class 5–7) commercial vehicles. Headquartered in the Seattle suburb of Kirkland, Washington, Kenworth has been a wholly owned subsidiary of PACCAR since 1945, operating alongside sister company (and marketplace rival) Peterbilt Motors.

Kenworth marked several firsts in truck production; the company introduced a raised-roof sleeper cab, and the first heavy-duty truck with an aerodynamically optimized body design. The Kenworth W900 has been produced continuously since 1961, serving as one of the longest production runs of any truck in automotive history. The K100 was also released in 1961.

1912-1923: Gerlinger Motors
Kenworth traces its roots to the 1912 founding of Gerlinger Motors in Portland, Oregon; the company was a car and truck dealership owned by brothers George T. Gerlinger and Louis Gerlinger, Jr. In 1914, the brothers expanded into vehicle manufacturing, marketing a truck named the Gersix. Deriving its name from its inline six-cylinder engine (one of the first trucks equipped with the type ), the Gersix was framed in structural steel, intended for commercial use.

While the first vehicle was completed largely as a side project, the heavy-duty construction of the Gersix found itself in demand by loggers in the Northwest. In 1916, Gerlinger Motors relocated from Portland to Tacoma, Washington, leasing a building from Seattle businessman Edgar K. Worthington.

In 1917, Gerlinger Motors filed for bankruptcy and was put up for sale, with E.K. Worthington acquiring the company with business partner Captain Frederick Kent. To emphasize its connection to truck manufacturing, the company was renamed Gersix Motor Company. In 1919, Captain Kent retired, with his son Harry Kent replacing him as partner in the company.

In 1922, Gersix produced 53 trucks in its final year located at its factory on Fairview Avenue at Valley Street. Following continued strong demand of the model line, the company found itself with $60,000 to reincorporate and relocate its headquarters.

1923-1930s: Kenworth Motor Truck Company
In January 1923, Gersix Motor Company was reincorporated as the Kenworth Motor Truck Company, combining the names of partners Kent and Worthington. Under the new name, the company relocated within Seattle to 506 Mercer Street, and later to 1263 Mercer Street. In contrast to car manufacturers, Kenworth abstained from assembly lines, instead constructing vehicles in individual bays. The company also introduced a practice of building vehicles to customer specification (a practice still offered by Kenworth today).

In 1926, Kenworth expanded its product line, introducing its first bus. In 1927, production was increased from two vehicles a week to three; the same year, manufacturing began in Canada (to avoid import taxes).

In 1929, E.K. Worthington retired, with Harry Kent becoming company president. In another change, to accommodate increased demand, Kenworth relocated to a larger factory within Seattle.

The onset of the Great Depression hit the company hard; initially in good financial health, a substantial decline in new vehicles and a high rate of vehicle loan defaults forced the company to adapt. In 1932, Kenworth produced its first fire truck; adapted from its commercial truck, Kenworth fire engines were among the heaviest-duty fire apparatus of the time.

In 1933, diesel engines became standard equipment, replacing gasoline engines entirely; at the time, diesel fuel cost $1⁄3$ the price of gasoline. In another design innovation, Kenworth introduced the first factory-produced sleeper cab.

In 1935, the Motor Carrier Act was passed, introducing new size and weight regulations for the trucking industry in the United States; to comply with the legislation, Kenworth underwent an extensive redesign of its truck line. To match weight regulations, the new trucks received aluminum cabs and axle hubs; four-spring suspension was introduced, with torsion bars for the rear axles. In 1936, Kenworth introduced the Model 516, its first cabover (COE) truck; the tandem-axle 346 was introduced for 1937. In 1937, Harry Kent died, with Philip Johnson becoming company president.

1940s: War production and company sale
In 1939, Kenworth introduced its 500-series trucks, which would form the basis of its commercial truck line into the mid-1950s. By the end of the 1930s, demand for trucks began to recover, with Kenworth producing 226 trucks in 1940.

Following the onset of World War II, Kenworth converted to war production, supplying the Army with 4-ton 6x6 M-1 recovery vehicles. In 1943, the company became a supplier for Boeing, manufacturing components for the B–17 and B– 29 bombers. To maintain its government contracts, Kenworth commenced production of the M-1 wrecker at a temporary facility in Yakima, Washington. In total, the company would supply the Army with 1,930 wreckers by the end of World War II; to accommodate the extensive increase in production, Kenworth introduced an assembly line to produce the vehicle.

In 1944, company president Phil Johnson died, leaving ownership split between his wife, and the surviving wife of Harry Kent and another company director. Uninterested in owning the company, all three initially planned to offer their ownership to company employees, but financing for the offer was never completed. In 1945, ownership of the company changed as Pacific Car and Foundry Company negotiated its purchase of Kenworth as a wholly owned subsidiary. By the end of 1946, Kenworth relocated again, following the purchase of a former Fisher Body factory by Pacific Car and Foundry; this would house all Kenworth manufacturing under a single roof.

In 1948, Kenworth redesigned the cab of its COE product line, later nicknamed the "Bull-nose" 500-series.

1950s: Market expansion
By 1950, Kenworth had grown outside the Pacific Northwest, marketing vehicles across the western half of the United States and across nearly 30 countries worldwide. In 1951, the company received an order for 1,700 Model 853s from ARAMCO in the Middle East. The Model 801 was introduced as an earth-moving dump truck, adopting one of the first cab-beside-engine configurations.

In 1955, Kenworth began the redesign of its COE product line, launching the CSE (Cab-Surrounding-Engine); in line with the Bull-nose, the CSE shared its underpinnings with the 500-series trucks and did not have a tilting cab.

In 1956, Pacific Car and Foundry revised its ownership of Kenworth, changing it from an independent subsidiary to a division. The same year, the 900-series was introduced with an all-new "drop-frame" chassis, with the CSE cabover replaced by the K-series COE (derived from the 900 series). In 1957, Kenworth ended bus production, selling the rights to its product line (see below).

In 1958, Kenworth became a sister company to Peterbilt, as the latter company was acquired by Pacific Car and Foundry. In 1959, the company further expanded its sales base, establishing facilities in Mexico.

1960s: W900 and K100
For 1961 production, Kenworth underwent a substantial revision of its commercial truck line, debuting the W900 and the K900 (later renamed the K100); the W and K model prefixes are derived from company founders Worthington and Kent. The W900 debuted the first complete redesign of the Kenworth conventional cab since 1939 with a standard tilting hood. Similar in appearance to the previous K500, the K900/K100 received a taller cab and the doors of the W900.

To meet increased demand for the new product lines, Kenworth opened a new assembly facility in Kansas City, Missouri, in 1964. From 1964 to 1966, Kenworth nearly doubled its yearly truck sales. In 1968, the company established Kenworth Australia; in place of importation and conversion, right-hand drive trucks were produced and developed in Melbourne, Australia. In 1969 Kenworth hired Gary Ridgway, who worked in their paint department for the next 32 years, during which time he murdered 48 women as the "Green River Killer"

1970s: Product line diversification
During the 1970s, the company underwent further expansion, adding an all-new facility in Chillicothe, Ohio, in 1974. The W900 and K100 underwent their most substantial revisions, becoming the W900A and K100C. Kenworth added two new product lines in 1972, adding the C500 6x6 severe-service conventional and the Hustler low-cab COE (developed jointly with Peterbilt and produced in Canada ). The same year, parent company Pacific Car and Foundry adopted its current name PACCAR.

Coinciding with the 50th anniversary of the company, annual Kenworth sales exceeded 10,000 for the first time for 1973.

For 1976, Kenworth launched a flagship customization series, the VIT (Very Important Trucker) with a high level of interior features; distinguished by its skylight windows, the Aerodyne sleeper cab was the first factory-produced sleeper cab with stand-up headroom (for both the W900 and K100). To commemorate the American Bicentennial, the VIT series was introduced in a limited-edition series of 50 (with each truck named after a state).

1980s-1990s
In 1982 and 1984, respectively, the W900 and K100 underwent their most substantial revisions, becoming the W900B and K100E. While visually distinguished by the adoption of rectangular headlamps, the updates were centered around upgrading fuel economy, road handling, and reliability.

In 1985, the Kenworth T600 was released by the company; in contrast to the W900, the T600 was designed with a set-back front axle and a sloped hoodline. While the latter initially proved controversial, the combination improved aerodynamics, fuel efficiency, and maneuverability. Intended as an expansion of the Kenworth model line, the success of the T600 would lead to the introductions of similar designs from multiple American truck manufacturers. In 1986, the T800 was introduced, adapting the sloped hoodline and set-back front axle for a heavy-duty chassis; the shorter-hood T400 was introduced in 1988 as a regional-haul tractor.

In 1987, Kenworth introduced the Mid-Ranger COE, its first medium-duty truck. Shared with Peterbilt, the Brazilian-produced Mid-Ranger was derived from the MAN G90 (a wide-body version of the Volkswagen LT ). In 1992, the Mid-Ranger became the K300, as PACCAR shifted production to Sainte-Thérèse, Quebec.

In 1993, Kenworth opened its facility in Renton, Washington, as its third United States assembly plant.

In 1994, the T300 was introduced as the first Kenworth medium-duty conventional truck, adapting the T600 to a lower-GVWR Class 7 weight rating. The Aerocab sleeper was introduced, integrating the Aerodyne II sleeper cab and the drivers' cab as a single unit.

In 1996, Kenworth introduced the T2000 as its next-generation aerodynamic conventional. While not directly replacing the T600 and W900, the T2000 was a completely new design (the first from Kenworth since 1961). The first "wide-body" Kenworth conventional, the model shared its cab with Peterbilt, distinguished by its bumper-mounted headlamps. The T2000 was discontinued in 2010.

In 1998, parent company PACCAR purchased British truck manufacturer Leyland Trucks, two years after Dutch manufacturer DAF Trucks (the two had been merged as Leyland DAF from 1987 to 1993). Within PACCAR, DAF would develop COE trucks for Kenworth and Peterbilt.

2000s-present: 21st-century trucks
In 2000, Kenworth redesigned its medium-duty COE range, with the K300 replacing the MAN-sourced design with a DAF 45 (Leyland Roadrunner) cab. Following declining demand for Class 8 cabovers, the K100E was quietly phased out after 2002 production in North America; Kenworth Australia continuing production of the model line.

In 2006, the company released the K500, the largest COE ever produced by the company. Developed primarily for off-highway applications, the K500 combined the chassis of the heavy-duty C500 and the COE cab of the DAF XF; all examples produced from 2006 to 2020 were sold for export.

In 2008, Kenworth underwent a modernization of its model line. The T600 underwent a substantial revision to its aerodynamics, becoming the T660. The medium-duty T300 was replaced by the Class 5-7 T170/T270/T370 model family. The low-cab COE made its return, based on the DAF LF. Initially marketed as the K260/K360, the model line was renamed the K270/K370 for 2013. The T660 would be discontinued in 2017.

For 2011 production, the T700 replaced the T2000, adopting a larger grille and fender-mounted headlamps. For 2013 production, the T680 was introduced as the third-generation aerodynamic Kenworth conventional, serving as a single replacement for the narrow-body T660 and the wide-body T700. The T700 was discontinued in 2014 while the T660 was discontinued in 2017 (32 years after the introduction of the T600). Sharing the same cab as the T680, the T880 was introduced as the first wide-body Kenworth for vocational applications, alongside the W900S and the T800 model family.

In 2018, the W990 was introduced as the flagship conventional of the Kenworth model line. Sharing the wide-body cab of the T680 and T880, the W990 is the longest-hood conventional ever produced by Kenworth. As of current production, the W900 remains part of the Kenworth model line (six decades after its introduction).

For 2021 production, Kenworth introduced three model lines of electric vehicles, with the K270E, K370E, and T680E powered by battery-electric powertrains. In 2021, Kenworth launched the T680 FCEV with a 10 vehicle demonstration fleet in California. The T680 FCEV is powered with a Toyota hydrogen fuel cell, has six hydrogen tanks and a driving range over 300 mi at a full load weight of 80000 lb.

In 2022, Kenworth announced a new T680. The T680 Next-Gen was redesigned with the future in mind. The new Next-Gen model has a skinnier, but taller grill than the original T680. It has a completely all-new front bumper. Like the 579 Next-Gen (See Peterbilt), it has an all-new interior and steering wheel.

United States/Canada
As of current production, Kenworth offers the following vehicles in North America.

 * C500 (1972–present)
 * K270/K370 (2013–present)
 * T170/T270/T370 (2008–present)
 * T440 (2011–present)
 * T470 (2010–present)
 * T680 (2013–present)
 * T800 (1986–present)
 * T880 (2014–present)
 * W900 (1961–present)
 * W990 (2018–present)

Australia
The headquarters for Kenworth Australia is located in Bayswater, Victoria where all Australian models are assembled. The first Kenworth model in Australia was the KWS925, imported fully built in 1962. Soon later, Kenworths were imported in complete knock-down kits and assembled in Preston, Victoria. Australian built Kenworth models are also exported to nearby RHD markets in New Zealand, Japan, Thailand and Papua New Guinea.

The T range includes the bonneted conventional models and the C for heavy haulage, mining, off-road and road train use, and the K range covers the cab over models. As of July 2020 the only models that do not have Twin-Steer configurations are T410 SAR, T610 SAR, T900, C510, C540.

Kenworth Australia started building the new range of trucks tying in their 2008 release with the model range being the '08 Series'. This includes the following conventional (bonneted) models; in approximate order of smallest to largest: the T358/A, T408SAR, T408, T608, T658, T908 and C508. The only cab over truck built was the K108, which was very popular in the B-Double market segment owing to its shorter length.

Legend Series
The Kenworth "Legend" Series is a limited production truck based on a previous models styling with modern improvements such as safety and environmental. Originally commencing in 2015 with the Kenworth T950 Legend, inspired by the Kenworth T950 that was in production from 1992 - 2007. This model of Kenworth Legend had 75 produced and sold out in 48 hours. The T950 Legend also came with a special edition Cummins ISXe5 engine which was painted in Cummins Heritage Beige.

2017 Saw the second truck in the Kenworth Legend Series released, that being the Kenworth T900 Legend inspired by the 1991 Kenworth T900. There were 257 Kenworth T900 Legends produced, The T900 Legend came with a special edition Cummins X15 painted in black and red to commemorate the Cummins N14 that many of the original T900 came with.

In 2021 the third truck in the Kenworth Legend Series was released this being the SAR Legend, a homage to the W900 SAR that was produced from 1975 until 1987. The SAR Legend has sales orders of over 700, a final number currently has not been released. The special edition Cummins X15 in the Kenworth SAR Legend is painted in Cummins Heritage Beige, similar to the Cummins Big Cam which were in many of the original Kenworth SARs.

Previous Australian Kenworth models include:

T300 Series - T300, T350, T358, T359, T388

T400 Series - T400, T401, T401 ST, T402, T403, T404/SAR, T408/SAR, T409/SAR (T450, T480)

T600 Series - T600, T601, T604, T608, T609

T650 Series - T650, T658

T900 Series - T900 Classic, T904, T908, T900 Legend

T950 Series - T950, T950 Tradition, T950 Legend

K Series - K100, K123, K124, K125, K100E, K100G, K104, K104B, K108, K200

Current Australian Kenworth models include:

T Series - T360, T410, T410 SAR, T610, T610 SAR, T659, T909

C Series - C509, C510, C540

K Series - K220

Mexico
In the early 2000s Kenworth introduced to Mexico the T604, based on the Australian T604 with a few modifications, mostly in the hood.

Operations
Kenworth currently has manufacturing plants in Chillicothe, Ohio; Renton, Washington, US; Sainte-Thérèse, Quebec, Canada; Bayswater, Victoria, Australia (Kenworth Australia); and Mexicali, Baja California, Mexico.

Bus production
Bus production was a mainstay at Kenworth during the early years of company history; at one time, buses were its most lucrative form of business. When the company was still known as Gerlinger Motor Car Works, their first two full-chassis vehicles were school buses based on the Gersix truck chassis.

BU series
In 1926, Kenworth developed a chassis specifically for school and transit bus operators, known as the BU. The BU model sported a wheelbase of 212 in that was expanded two more inches in 1927, and could be fitted with bodies ranging from 21 to 29 passengers. The BU model also heralded the return of the Buda six-cylinder engine, and remained the company's principal offering through 1931. The new model became so popular in the Pacific Northwest that production rose from 99 units in 1927 and 127 units in 1927, to 230 units by 1930.

By that time, the predominant number of BU models produced were sent to school bus body builders and were built for use in school districts throughout the Seattle and Puget Sound area of Washington state.

KHC series
Kenworth continued expanding into bus production throughout the 1930s, despite the Great Depression being a major influence. To assist Kenworth's 80 factory workers - who were idled by the Depression, the company undertook a bold move by introducing a new line of buses in August 1932. Known as the KHC-22 (Kenworth - Heiser - City), the 23-passenger bus was developed by Kenworth engineers as a stock demo vehicle to help aid a glum sales picture, and to jumpstart the local economy. At a time of mild economic recovery, the KHC22 proved to be very popular and sparked a renewed interest in Kenworth buses. Major operators of the KHC-22 (later expanded to a 225 in wheelbase, 33-passenger KHC-33, in September 1933) were the Portland Railway, Light & Power Company of Portland, Oregon, and Spokane United Railways.

Production of Kenworth buses continued throughout the 1930s and into the early 1940s, and during this time Kenworth was manufacturing bus chassis for body builders such as Wentworth and Irwin (later renamed Wentwin), and Heiser. Heiser, long an often chosen body for school buses bearing Kenworth chassis, would later be purchased by Pacific Car and Foundry Company in 1937.

Model 870 and 871
In 1933, Kenworth also released its most popular and successful line of transit bus, a conventional styled bus based on their Model 86 heavy duty truck. Powered by a Hercules JXCM engine, the model 870 as it was known, would soon be replaced by a model 871, which became Kenworth's standard line of buses throughout the early and mid-1930s. Experiments with "deck-and-a-half" buses would soon follow, made reality in the W-1 model, as well as the company's very first experiments with rear-engine coach-type buses in 1936.

Transit buses
Kenworth changed its production line early in 1939, reflecting a desire to remain "in tune" with market forces. The conventional bus chassis, which had become poor sellers, were dropped altogether, and Kenworth focused its designs on more transit or "coach-type" buses with engines being located either underfloor or at the back of the bus.

By this time, Kenworth was a major force in transit bus production, and nearly every major transit company in the Pacific Northwest were running Kenworth buses. Seattle Municipal Railway purchased several new model 601s to replace the previous model H30s, which were powered by a Hall-Scott 135 engine underfloor and had bodies built by the Pacific Car and Foundry Company. Kenworth also built a model 612, which became the company's most widely distributed underfloor coach. 27 were built with 14 wheelbase variations (and seven engine variations), and all 27 were sold by as many as 15 different operators.

1940s
At the beginning of the decade, bus customers began to decline in number, but the company received larger orders as several regional operators consolidated into larger, territorial ones. Bremerton Transit purchased several buses in 1940 to accommodate the increase in ridership due to the preparations for the war itself; the same year, the Seattle Municipal Railway purchased 30 buses in a single order, assisting Kenworth in breaking a production record. Producing about 40 buses yearly, Kenworth became a low-volume bus manufacturer, accommodating special-order coaches. Gray Line affiliates Seattle, Portland, and Vancouver purchased several of these special coach orders known as Grayliner or Grayliner Junior buses; the bodies for these buses were all built by Pacific Car and Foundry.

At the onset of World War II, war production took precedence over bus manufacturing as Kenworth supplied recovery vehicles for the U.S. Army. Along with military variations of their commercial truck line, Kenworth buses remained in production for use as troop transports. In 1945, Kenworth was sold to Pacific Car and Foundry; both companies believed bus production would play a pivotal role in jumpstarting a postwar economy. Kenworth also saw the opportunity in hiring former military truck and aircraft workers as part of launching its post-war product line. For 1946, Kenworth launched four new model lines of buses, deriving their model designations from the first four letters of the company name. The Model K was a line of small intercity/interurban buses; the Model E, a trolley coach; the Model N, a city transit bus; the Model W, an intercity bus.

Subsequently, Kenworth added the Model O one-door transit bus and Model T prototype school bus. Ultimately, the company built trolley buses for just one city – a single order of 50 of model E2 built in 1947–48 for the Portland Traction Company, in Portland, Oregon.

Model K, N, W
Outwardly similar in appearance, the Model K intercity/interurban and Model W intercity bus differed in function, size, and layout. The Model K was shorter, with a capacity of 25-33 passengers; the longer Model W seated 31-41 passengers. The Model K was equipped with a rear-mounted International Red Diamond RD450 while the Model W used a horizontally-mounted underfloor Hall-Scott 190 engine. The Model N, in its original configuration, was a 36-44 passenger bus; after the design found no takers, the vehicle was downsized in 1947 to a 32-36 passenger bus.

After 1947, Kenworth revised its model designations, assigning numerals to its model lines to signify evolutionary variants of each design.

Kenworth "Brucks"
As production orders for the interurban model Ks and model Ws waned, Kenworth focused its attention on special orders including an order of 10 "Brucks" for Great Northern Railway in Montana, (an earlier version was built for Northern Pacific Transport, but was a split-level coach) and several Highway Post Office coaches.

These "special order coaches" were based on the Model T school bus, which entered production in early 1949. The company also test-marketed a small 20-passenger bus known as the Carcoach (only one example was built).

Model T and CT
The Model T school bus, which entered production after the last bus was built for Great Northern in April 1949, was an immediate hit with many school bus operators in the Pacific Northwest. The T-126 as it was known, boasted a unique four-pane windshield that offered unheralded forward visibility in any school bus at the time, and was the first school bus ever built to feature a roof escape hatch (now required equipment). Production of the T-126 averaged over 375 buses per year, making it Kenworth's most lucrative bus offering in the company's history up to that time.

Shortly after its launch, Kenworth renamed the line the model CT. The model CT also came in several varying passenger capacities ranging from 55, 61, 67, 73, and 79 passengers. The model CT "Pacific School Coach" was powered by an International Red Diamond 450 inline six-cylinder gas engine placed at the rear of the bus, and a LeRoi H540 engine was made available for an LR-73 model that was produced in August 1950. Some orders for modified model CTs were made available and sold internationally, with variants being sold to Uruguay and Venezuela, as well as the Middle East.

End of production
After the boom of school bus production, and to focus more on truck production due to a rising number of heavy duty truck orders, all bus production was shifted from Kenworth over to Pacific Car and Foundry in the middle of 1956. After some final cleanup, PC&F wound up completely outstanding orders for the Pacific School Coach in early 1957. Shortly afterwards, PC&F sold all rights, tooling, and equipment to school bus manufacturer Gillig Bros. of Hayward, California.

Following the acquisition, multiple features of the Model T/CT were integrated into the Gillig Transit Coach line of school buses; the model line was produced until 1982.

Bus industry legacy
Kenworth's role in the transit and school bus industry has largely been forgotten. This is likely due to a number of factors including Kenworth's current status as a leading manufacturer of Class 8 heavy-duty semi trucks, and the fact that hardly any examples of Kenworth-built buses exist today (with exception of a few surviving model CT-73 "Pacific School Coach" buses and one remaining "Bruck").

In 2006, at the American Truck Historical Society's 11th Annual Truck Show at the Mason County Fairgrounds in Shelton, Washington, a historical society dedicated to preserving the Gillig Transit Coach and Kenworth-Pacific School Coach was officially dedicated.

Reception
The brand claims to maintain an image of high quality, it has won five of six JD Power Awards in 2005, and was a clear sweep in the 2007 J.D. Power Awards for Heavy Duty Truck Product Satisfaction.

title: Kenworth


text:
Peterbilt

Peterbilt Motors Company is an American truck manufacturer. Established in 1939 from the acquisition of Fageol Truck and Motor Company, Peterbilt specializes in the production of heavy-duty (Class 8) and medium-duty (Classes 5–7) commercial vehicles. The namesake of company founder T. A. "Al" Peterman, Peterbilt has operated as part of PACCAR since 1958, operating alongside sister division Kenworth Truck Company (though serving as one of the longest-running marketplace rivalries in American truck manufacturing).

Peterbilt trucks are identified by a large red-oval brand emblem, in use since 1953. The company also uses a "bird"-style hood ornament on conventional-cab trucks, in use since 1965.

Headquartered in Denton, Texas, the company also manufactures trucks at PACCAR facilities in Sainte-Thérèse, Quebec, Canada and Mexicali, Mexico.

Background
In the first third of the 20th century, transportation in the lumber industry remained time-consuming, as logs were primarily transported by steam tractors or horse teams. T.A. Peterman was a lumberman located in Tacoma, Washington seeking to modernize the transportation of logs, transporting them faster and more efficiently to lumber mills to manufacture plywood.

In 1934, Peterman acquired 30,000 acres of forestland in Morton, Washington; instead of using railroads, he built roads and acquired a fleet of trucks, purchasing White Motor Company trucks surplused by the U.S. Army. For logging use, the former military vehicles underwent several refurbishments and modifications; along with upgrades to their durability, the trucks underwent a degree of modernization, notably replacing hand cranks with electric starters. Safety changes included the addition of air brakes and air-cooled (finned) brake drums.

On a 1938 business trip in San Francisco, Peterman learned that Fageol Truck and Motor Company was to be sold. Seeking an opportunity to expand into new vehicle production, he acquired Fageol from Sterling Motor Company for $50,000, receiving the 13.5-acre Fageol plant in Oakland, California, its tooling, and parts inventory; the purchase was completed in 1939.

1939-1940s
In 1939, the Fageol plant in Oakland opened for business as Peterbilt Motors Company. As part of the design process, Peterman and his company engineers sought input from truck owners and drivers on how to develop trucks; initially planning to develop chain-drive trucks for the logging industry, the company transitioned towards vehicles intended towards highway freight transport. In April 1939, Peterbilt released its first vehicles for public sale, the single-axle Model 260 (chain drive) and the tandem-axle Model 334 (shaft-drive); both vehicles were offered with either gasoline or diesel engines. The 260 and 334 were equipped with an all-steel cab, trimmed with plywood sourced from Peterman-owned lumber mills. In a tradition that would last for the next 40 years, the company would designate single rear-axle trucks with model numbers starting with 2; tandem rear-axle trucks started with 3.

Through the end of the year, Peterbilt produced 16 vehicles; the first Peterbilt was a fire truck chassis built for Centerville (now Fremont), California. For 1940, production increased to 83 vehicles. To supplement its revenue, Peterbilt continued its practice of servicing and refurbishing trucks from all manufacturers.

For 1941, Peterbilt created the heavier-duty Model 364; initially developed for the logging industry, the 364 was re-purposed for military production for World War II. In 1942, the company developed its first cab-over-engine (COE) truck, which was derived from the 260. The vehicle was a half-cab design with a full-deck chassis.

In 1944, production was increased as Peterbilt secured a contract to supply 224 military trucks. In November 1944, T.A. Peterman died from cancer at the age of 51, leaving the company to his wife, Ida.

In 1945, the company resumed production of civilian vehicles; to increase payloads, Peterbilt introduced aluminum-built cabs (reducing the weight of the truck).

During 1947, Ida Peterman sold Peterbilt Motors Company to a group of company managers and investors for $450,000; while the investors received the company assets, Peterman retained ownership of the company real estate.

In 1949, the company released a second generation of trucks, replacing the 260/334 with the all-new Model 280/350. The "Iron Nose" conventional was distinguished by its tall, narrow grille (with vertical grille shutters) and cycle-style fenders (a design that remains in use today on some Peterbilt conventionals). The first mass-produced COE by Peterbilt, the "Bubble Nose" 280/350 COE relocated the cab of the conventional above the front axle (but still received a short hood).

1950s
During the early 1950s, Peterbilt developed the "dromedary" cargo system; a longer-wheelbase truck (typically a COE) was configured to transport a auxiliary cargo system placed between the cab and trailer.

In 1953, Peterbilt introduced its current brand emblem, switching from a rectangular border to the current red oval.

In 1954, the 280/350 underwent a redesign, becoming the Model 281/351 "Narrow-nose" conventional; the grille was redesigned, converting to horizontal grille shutters. A 281/351 COE was introduced, introducing a larger, wider cab design (sharing only the doors with the conventional). The shorter-hood Model 341 was heavier-duty, intended for vocational applications.

In 1958, following a decline in truck sales, Ida Peterman (the owner of the company real estate) announced to company owners her plans to redevelop the factory site as a shopping center. Rather than take on the large investment of developing a new factory, the investment group chose to sell Peterbilt Motors Company in June 1958 to Pacific Car and Foundry, a Seattle-based company that specialized in production of railroad freight cars; the company had acquired Kenworth in 1944. The new owners of Peterbilt began the relocation of the company, keeping it in the San Francisco Bay Area. In 1959, construction commenced on a 176,000 square-foot facility in Newark, California.

For 1959, the 281/351 COE was replaced by the 282/352 COE. While externally similar (though upgrading to quad headlamps), in a major change, the new design introduced a tilting cab to allow better access to the engine.

1960s
In August 1960, the first Peterbilt trucks were assembled by the Newark, California, factory; production increased to 800 vehicles for 1960. Coinciding with the introduction of the new factory, Peterbilt debuted a redesigned "Unilite" cab for its conventional trucks, distinguished by larger windows and a redesigned interior (including an all-new instrument panel). In an organizational change, Pacific Car changed its ownership status of Peterbilt, converting it from a wholly-owned subsidiary to a division within the company, making it the sister company of marketplace rival Kenworth (a division since 1946).

In 1965, Peterbilt introduced the Model 358, largely replacing the 351 (which remained in production). The first Peterbilt conventional with a tilting hood, the 288/358 replaced a fixed radiator (and grille shutters) with a grille surround attached to the aluminum hood (a fiberglass hood was added as an option in 1972 ). Serving partially as a grab handle, the Peterbilt "bird" hood ornament made its debut (a feature remaining in current production nearly unchanged).

In 1966, the company to expand its model line beyond highway tractors, reintroducing heavy-duty trucks as part of its model line. Above the Model 341, the Model 383 was a 6x6 truck primarily for off-road construction use.

In 1967, Peterbilt introduced the Model 359 highway tractor. Similar in design to the 358, the 289/359 also used a tilting hood, but was fitted with a larger grille (to accommodate larger diesel engines).

In 1969, Peterbilt expanded its production capability, opening a facility in Madison, Tennessee (suburban Nashville). Along with the ability to meet additional product demand, the location was chosen to serve customers closer to the East Coast. As part of a revision to the cab design, the 282/352 COE adopted the name "Pacemaker".

1970s
In 1970, the Model 348 was introduced, gradually replacing the 341 (remaining until 1972). Intended for vocational use, the 348 was the first Peterbilt designed with an angled fiberglass hood; the 349 was similar in configuration, designed with a larger grille. Developed in a joint venture with Kenworth, Peterbilt released the CB300, a low-cab COE developed nearly exclusively for refuse transport.

At the beginning of 1972, Pacific Car and Foundry, intending to exit steel manufacturing, introduced its current name, PACCAR. The same year, Peterbilt redesigned the cab for its conventionals, replacing the "Unilite" cab with the "1100-series" cab. Named for 1100 square inches of windshield glass, the new design was taller with redesigned doors, an all-new interior, and increased window space. Designed for the same applications for the slightly larger 383, the Model 346 6x6 was designed with a set-back front axle (placed nearly below the cab). For testing, the company developed a prototype vehicle powered by a jet-turbine engine; the design was not placed into production.

In 1973, the Model 353 was introduced as a construction-oriented variant of the 359 (using its wider grille), replacing the 341 and heavy-duty versions of the 351; production of the Madison facility was doubled, allowing the company to deliver 8,000 vehicles yearly. In 1974, a set-back front axle was added to the 359.

In 1975, Peterbilt expanded its manufacturing base a second time, introducing Peterbilt Canada in Sainte-Thérèse, Quebec (Greater Montreal).; the facility began production of the CB300 (sold by Kenworth as the Hustler). Sized between the 353 and the 383, the 387 was another heavy-duty truck developed primarily for off-road use. The 352 COE underwent a model revision, becoming the 352H (high-mounted cab) to accommodate larger engines.

After a 22-year model run, the 281/351 was retired for 1976. Replaced by the 358 and 359 as the Peterbilt highway tractor over a decade earlier, the 351 had continued production as a heavy-duty truck built primarily for vocational use; in the early 1970s, its cycle-style fenders were replaced by flat steel fenders. The narrow-hood 358 was also retired, as the larger-grille 359 was better suited to the cooling needs of newer diesel engines.

In 1977, Peterbilt assembled its 100,000th vehicle, a long-hood Model 359. The model line underwent minor revisions, as the cab received a revised dashboard and an optional 63-inch sleeper cab with walk-through entry (a first for the model line).

For 1978, the CB300 was replaced by the Model 310. Again shared with Kenworth, the 310 was a new generation of the low-cab COE model line.

By 1979, Peterbilt began to revise its model nomenclature, phasing out separate designations for single rear-axle trucks; all trucks began to use model numbers starting with "3" (regardless of drive configuration).

1980s
In 1980, the Model 383 was discontinued, largely replaced by the smaller 353 and 387. To expand the vocationally-oriented 348/349 model family, a lighter-weight highway tractor (the first Peterbilt highway truck with a sloped nose) was added to the model line; the 349H was offered with a straight hood. In 1980, Peterbilt introduced the Model 397; the largest vehicle ever designed by the company, the 397 conventional 6x6 was exclusively for off-road use. Only 2 397s were assembled, one in 1980 and one in 1982. Peterbilt opened its third manufacturing facility in the United States, located in Denton, Texas (northern Dallas-Fort Worth suburbs);  the company opened an 80-acre, 435,000 square-foot assembly facility.

In 1981, the Madison facility began assembly of the Model 362 COE. Replacing the 352H, the 362 was the first completely new COE from Peterbilt in 22 years. Distinguished by its curved 3-piece windshield and three windshield wipers (a 4-piece/2-wiper configuration was optional), the 362 was designed with a larger, more aerodynamic cab and a larger, more functional interior. Several axle configurations were offered, including set-back front axles, twin-steer configurations, and all-wheel drive. In total, six cab configurations were offered, ranging from 54 to 110 inches in length.

In 1986, Peterbilt commenced a series of massive changes within both the company and its product line. After 26 years, assembly operations ended at the Newark facility, as the company began production consolidation in Denton; at the time, Newark retained its corporate headquarters and engineering operations. Commencing a transition of the entire Peterbilt model line, the company revised its vocational lineup, as the 378 replaced the 348/349 and the 357 served as a successor to the 353. While trailing other manufacturers by several years, Peterbilt began offering raised-roof sleeper cabs as an option for the 359.

For 1987, the company introduced two different conventional highway tractors, the Model 377 and the Model 379. While more conservative than the design of the Kenworth T600, the 377 used a sloped hood (angled further than the 348/349), a standard set-back front axle, and a wraparound front bumper integrated with the front fenders (later including composite-lens headlamps). Replacing the long-running 359, the 379 served as the standard Class 8 highway tractor; sharing the 1100-series cab with the 359, the 379 was distinguished by its redesigned headlamp clusters and horizontally-mounted windshield wipers (also used on the 377). The Model 310 was redesigned, becoming the Model 320; no longer shared with Kenworth, the 320 allowed the driver to drive in a standing position. For the first time, Peterbilt entered the medium-duty (Class 5-7) market, introducing the Mid-Ranger low-cab COE. Produced in Brazil using a MAN G90 cab (a wider version of the Volkswagen LT ), the Mid-Ranger was fitted with American drivetrain components; PACCAR marketed the vehicle through both Kenworth and Peterbilt.

In 1988, Peterbilt introduced a second Class 8 COE, the Model 372 aerodynamically-enhanced highway tractor. Sharing its doors and internal structure with the 362, the 372 was rebodied to maximize both aerodynamics and fuel economy; the three-piece windshield was replaced by a pointed-center design. Designed as part of the cab, the roof fairing extended forward of the windshield; below the windshield, an upward-tilting shroud included the grille. While the 372 did not use a set-back front axle, the design included a wraparound front bumper; skirted body sides were available as an option. Despite its COE configuration (overcoming an inherently massive frontal area), the aerodynamic enhancements of the 372 achieved over 11mpg in real-world testing.

1990s
In 1993, Peterbilt ended all operations in Newark, relocating its corporate and engineering headquarters to Denton (alongside its primary manufacturing operations). Coinciding with the consolidation, the company expanded production at the Denton facility.

In 1994, the Model 372 COE ended production, with Peterbilt focusing production on the more mainstream 362. Alongside declining overall demand for COEs, the controversial exterior design of the 372 had seen a poor market response, earning nicknames "football helmet" or "Darth Vader" (among less appropriate ones).

In 1996, the company closed Peterbilt Canada; the Sainte-Thérèse facility had been plagued by multiple strikes and struggled with efficiency (in comparison to the Denton and Madison facilities). In 1997, PACCAR chose to redevelop its Canadian operations, demolishing the facility in 1997 to rebuild an all-new assembly facility in 1999. The Model 385 was introduced as a shorter-length version of the 377; a 112-inch and 120-inch version were offered, the latter eventually replacing the 377.

In 1998, Peterbilt introduced the Model 210/220 COE, a medium-duty (class 6-7) low-cab COE. Replacing the Mid-Ranger, the 210/220 was derived from the DAF LF (coinciding with the PACCAR acquisition of Dutch manufacturer DAF); as with the Mid-Ranger, the design was adapted to an American-sourced powertrain.

In 1999, the Model 387 was introduced, serving as the indirect successor to the 377 (alongside the 385). Completely unrelated to the namesake 1976-1987 heavy-duty truck, the 1999 387 was an aerodynamically-enhanced highway tractor. Sharing its cab structure with the Kenworth T2000 (the first all-new cab design since 1972), the 387 used its own chassis and hood design.

2000s

In 2000, Peterbilt introduced the Model 330, its first medium-duty conventional-cab truck. Manufactured by the all-new facility in Sainte-Thérèse, the 330 used the 1100-series cab of the Class 8 conventionals with an all-new hood (distinguished by integrated twin headlamps). During 2000, the 377 ended production, effectively replaced by the 120-inch 385 and the 387.

In 2002, to accommodate increased demand, the company temporarily added production of the 357,378, 385 vocational trucks and the 379 to Sainte-Thérèse.

In 2005, the Model 362 ended production; following years of declining sales of COEs, the 362 became the final cabover model line sold in North America (leaving only the Freightliner Argosy, itself ending North American sales a year later). As a running change during 2005 production, the doors of the 1100-series cab were revised; distinguished with the deletion of the vent windows and redesigned door handles, the side window brackets were redesigned and relocated from the door to the body. As a more direct successor to the 377, the Model 386 combined the aerodynamic hood of the 387 with the traditional 1100-series cab. The Model 3335 was introduced as a second medium-duty conventional; sized in the Class 6-7 range, the 335 introduced a scaled-down version of the hood from the 386.

In 2006, the medium-duty product line was expanded further. Alongside the Class 7 Model 340, Peterbilt introduced its smallest-ever conventional, the Class 5 Model 325 (the latter, not requiring a CDL to operate). The same year, the company released its first diesel-electric hybrid vehicle, introducing 330 and 335 hybrids. Serving as the successor to the 357 and 378, the 365 and 367 were introduced, serving as heavy-duty Class 8 trucks; along with vocationally-oriented configurations, the model line is also offered as a tractor.

In 2007, the company withdrew the 210/220 medium-duty COEs, as second-party equipment manufacturers found difficulties adapting to its European-based design. After a 20-year production run, the Model 379 was retired, replaced by the Model 389. Sharing its cab with the 2005-2007 379, the 389 was designed with a longer hood (the longest-ever Peterbilt conventional), upgraded headlamps, and aerodynamic improvements.

In 2009, Peterbilt ended production at the Madison, Tennessee facility, consolidating operations between Denton and Sainte-Thérèse. The medium-duty line saw a slight revision; along with adoption of (Cummins-built) PACCAR engines and a redesigned interior, the 335 and 340 were dropped, replaced by the 337 and 348.

2010s

In 2010, the Model 587 was introduced as a wide-cab aerodynamic tractor, serving as the successor of the 387. Sharing its cab structure with the Kenworth T700, the 587 (the first Peterbilt with a "5" model designation) adopted a sharper-edged hood from its predecessor, achieving improvements in aerodynamics, forward visibility, and lighting. The Model 382 was introduced as a regional-haul daycab tractor, serving as a shorter/lighter version of the 386/384.

In 2011, the Model 210 and 220 COEs made their return. Assembled in the PACCAR facility in Mexicali, Mexico (alongside the Model 320), the 210/220 now used the chassis of the 325 and 330 (only sourcing the cab assembly with the DAF LF), allowing for increased mechanical commonality and simpler adaption of equipment. As before, the model was shared with Kenworth as the K270/K370. The company introduced a design variant of the Class 8 1100-series cab, introducing an "Extended Ultra Daycab" for non-sleeper; the option included a raised roof and extended rear cab wall.

In 2012, the Model 579 was introduced as the Peterbilt wide-cab aerodynamic tractor. Replacing the 587 (which remained in production), the 579 served as the flagship model line alongside the "traditional" 389. Debuting an all-new cab design (no longer shared with Kenworth), the 579 improved outward visibility (by removing vent windows), further improved aerodynamics (with redesigned body skirting and optimized under-body design), and improved serviceability.

In 2013, the Model 567 was introduced as a Class 8 heavy-duty truck. Sharing its size and functionality with the 367, the 567 adopted the newer cab design of the 579 (fitting it with the headlamps from the 389). Initially offered with a set-back front axle; a set-forward front axle was also introduced in 2015.

In 2014, to commemorate 75 years of production, Peterbilt released a 75th Anniversary Edition of the Model 579, which was painted with a two-tone exterior and a matching interior. The Class 7 Model 220 underwent a redesign (the Class 6 210 was dropped), again mating a DAF LF cab (which underwent a redesign in 2013) to a Peterbilt-sourced cab and drivetrain.

In 2015, the company introduced its first medium-duty trucks fueled by compressed natural gas (CNG), offering it as an option for the 337 and 348. The Model 388 was redesignated, becoming the shorter-length (123-inch) version of the 389.

In 2016, the Model 520 was introduced, replacing the Model 320 after 29 years of production. While nearly visually identical to its predecessor (adding larger windshield wipers and optional LED headlamps), the refuse-collection functionality of the 520 was upgraded, allowing drivers to drive the vehicle sitting or standing from either side of the cab.

In 2018, Peterbilt began testing on its first electric vehicle prototypes, building 12 579s and 3 520s with all-electric powertrains.

2020s

In 2021, Peterbilt commenced production of three all-electric model lines, launching the Class 8 579EV tractor, Class 8 520EV low-cab COE, and the Class 7 220EV COE. The medium-duty model line underwent a complete redesign, as the 325, 330, 337, and 348 were discontinued. Adopting the larger cab of the 567 and 579, the Class 5-7 Model 535, 536, 537, and 548 also introduced the rebranding of several PACCAR drivetrain and suspension components.

In 2023, Peterbilt introduced the Model 589 (redesign of the 389), this model still has the long nose hood and same chassis as a 389 but the cab and sleeper (if installed) are different. The new 589 utilizes the 579 2.1M aerodynamic cab with a long nose hood (same design as the Kenworth W990). The cab change to the 2.1M cab is utilized to meet EPA standards with improved aerodynamics and better fuel mileage while having the same look as a 389 long nose.

Medium-duty trucks (Class 5-7)

 * Model 220 COE (Class 7, 2011 – present)
 * Model 535 (Class 5, 2021 – present)
 * Model 536 (Class 6, 2021 – present)
 * Model 537 (Class 7, 2021 – present)
 * Model 548 (Class 7, 2021 – present)

Heavy trucks (Class 8)

 * Model 365/367 severe-service/vocational (2006 – present)
 * Model 389 extended-hood on-highway semitractor (2007 – present)
 * Model 520 low-cab COE, vocational/refuse (2016 – present)
 * Model 567 severe-service/vocational (2013 – present)
 * Model 579 aerodynamic-body on-highway semitractor (2012 – present)
 * Model 589 extended-hood on-highway semitractor (2023 – present)

Facilities
From its 1939 founding to 1960, Peterbilt was based in Oakland, California, using the former Fageol facilities. In 1960, the company was required to relocate, moving to Newark, California. To supplement truck production, the company opened a facility in Madison, Tennessee (suburban Nashville) in 1969. Originally producing the 352/282 COE exclusively, the Madison facility added conventionals during the 1970s; the facility remained open through 2009.

In 1975, the company opened Peterbilt Canada in Sainte-Thérèse, Quebec (Greater Montreal), dedicating production to low-cab COE vehicles (primarily for refuse applications). After its closure in 1996, the facility was demolished in 1997 and rebuilt with an all-new facility opened in 1999. Currently, Sainte-Thérèse assembles Peterbilt medium-duty trucks.

In 1980, Peterbilt opened its current facility at Denton, Texas (northern Dallas-Fort Worth suburbs). At the end of 1986, the company closed its Newark facility, shifting production to Denton; corporate and engineering headquarters remained in California through the end of 1992, after which the company consolidated operations in its Denton facility. In 2009, the Madison facility was closed; all Peterbilt Class 8 conventionals are currently manufactured in Denton.

title: Peterbilt