68-456: 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
136-634: 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. In 1939, the Fageol plant in Oakland opened for business as Peterbilt Motors Company. As part of
204-428: A 1980s US conventional, the result of such a crash was: Frame, front axle and wheels would go under the truck in front, while the motor got pushed into the cab (which was very small in a 1980s conventional). Both conventionals and cabovers need structural protection against rollovers, and special protection against massive objects at the height of another truck body. The survival space should be able to move backward on
272-425: A COE, provide a level of 60–65 dB(A) . Because of their flat front design, early COE semi-trucks had significantly worse aerodynamics than conventional tractors. Modern cab-over designs, in both semi-trucks and light- and medium-duty models, have improved aerodynamics significantly over early models, but often still have higher drag coefficients than their modern conventional-design counterparts. Although
340-506: A Swedish standard, and was adopted by the European Community in simplified form as ECE R-29 in 1974. During the early 1980s, the safest place for a truck driver was a European truck, usually a cabover. Motor placement before or under the cab does not have much influence on the results of rollovers. Behind the danger of a rollover, heavy truck on heavy truck crashes are the second most relevant reason for occupant casualties. With
408-422: 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
476-412: A raised roof and extended rear cab wall. List of American truck manufacturers This is a list of American truck manufacturers. Cab over Cab-over , also known as cab over engine ( COE ), cab forward or flat face (U.S.), flat nose (Canada), or forward control (UK), is a body style of truck , bus , or van that has a vertical front, "flat face" or a semi-hood , with
544-724: A regular sight for this reason. American company Paccar (which owns the Kenworth and Peterbilt brands) still manufactures traditional cab over engine designs for the Australian and South African markets where length restrictions still make them advantageous. In Australia , both American (cab over axle) and European/Japanese/Chinese ( cab forward of axle) types, as well as the conventional type are common. Cab over engine types dominate urban and light duty use, with conventional trucks predominating in remote and off-road areas. Both types are common for highway use. The first truck in
612-511: 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
680-461: A tilting cab, with the last non-tilting cabs produced well into 1983. Truck occupant safety depends on survival space within the cab, with " rollover " being the most significant heavy truck accident causing occupant casualties. In the 1950s, when many truck cabs were still wooden structures, knowledge about the most common accidents was already established, and led to the first mechanized truck cab crash test in 1959, performed by Volvo. The test became
748-487: 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
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#1732786954620816-418: Is above the front axle . In the 1970s, COEs used to be noisier, because the engine is directly below. This was an important consideration back then: Interior noise in the cab was between 80 and 90 dB(A) , creating an unhealthy work environment . As of 2017 , US long-distance trucks provide an interior noise level of 60–70 dB(A) at highway speed, while European long-distance trucks, all built as
884-539: The Metro series of vans and trucks for International Harvester . The bodies for these vehicles were initially produced by the Metropolitan Body Company (MBC). The company produced a wide variety of truck and commercial bodies for several vehicle manufacturers such as Chevrolet, Ford, Dodge Bros., and International Harvester until 1948 when they were purchased by the latter. MBC was instrumental in
952-456: The cab of the truck sitting above (or forward of) the front axle . This contrasts with a conventional truck where the engine is mounted in front of the driver. This truck configuration is currently common among European and Asian truck manufacturers. European regulations set restrictions for both the total length and the length of the load area, which allow a cab length of 2.35 m (7 ft 8 + 1 ⁄ 2 in) in combination with
1020-542: The 1970s because of strict length laws in many states, when those length laws were repealed, most heavy-truck makers moved to other body styles. One of the reasons is the Federal Bridge Formula , which is unique to the US, and encourages spreading out the load. If axle distances are too tight, the maximum load allowance is reduced. For COEs operated at maximum weight in the US, this required an axle directly behind
1088-486: 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
1156-475: 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
1224-403: 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
1292-631: 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
1360-503: 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
1428-406: 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
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#17327869546201496-606: 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
1564-495: 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
1632-457: The COE designs' being smaller in general, over-the-road tractors can still be fully equipped with single or bunk beds. Also, lack of a hood gives better visibility to the driver and a tighter turning radius , and significantly reduces the forward blind spots . One critique is that the shorter wheelbase in the COE semi-trucks gives a rougher ride than those with conventional cabs, as the driver's seat
1700-491: The East Coast. As part of a revision to the cab design, the 282/352 COE adopted the name "Pacemaker". 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
1768-614: 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
1836-420: 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. 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
1904-574: 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
1972-465: 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
2040-538: 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,
2108-507: The United States was built by Autocar in 1899 using a format then called "engine-under-the-seat" and was available with optional 5 or 8 horsepower (3.7 or 6.0 kilowatts) motors. Although early Autocar trucks were not exactly "cab-over", since the truck did not have a cab, per se, they were the fore-runners to COEs. The Sternberg company of Wisconsin produced cab-over trucks as early as 1907, though by 1914 only their seven-ton model
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2176-493: 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,
2244-426: The cab-over design allows the vehicle's wheelbase to be shorter than in the conventional arrangement , wherein the engine is placed in front of the cab, covered by a horizontal or sloping hood that opens to allow engine access. Its shorter wheelbase allows cab-over semi-trucks to have a shorter overall length, thereby allowing for longer trailers to be used. For light- and medium-duty solid- or rigid-axle trucks,
2312-533: The cab-over design requires less length for the cab and engine, in a given wheelbase, and therefore allows a greater length for the truck body or load area. In both class 8 tractors and light- and medium-duty vocational trucks, the cab-over-engine design gives the COE model an advantage in maneuverability over a conventional model. And since COEs are generally lighter than conventionals, they can often haul heavier loads, given equal gross vehicle weight rating (GVWRs) and gross combination weight rating (GCWRs). Despite
2380-444: 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,
2448-500: 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
2516-400: 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
2584-426: 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,
2652-405: 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,
2720-411: The conventional above the front axle (but still received a short hood). 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,
2788-409: The design in 1934. Autocar reintroduced the engine-under-the-seat format with their Model U in 1933, which became a staple of U.S. roads and the U.S. military through World War II and well into the 1950s. White- Freightliner introduced its first tilting cab-over design in 1958, which allowed the entire cab to tilt forward for access to the engine. In Class 8 tractors (using the US designation),
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2856-399: 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
2924-411: The development of COE route delivery bodies in the 1930s. The laws of the time limited overall truck length to 42 feet (12.8 m) on highways. Setting the cab over the engine and front axle shaved several feet off the length of the tractor, feet which could then be added to the length of the trailer while keeping the dimensions of the entire truck within the permissible limit. Schreckengost patented
2992-438: 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
3060-420: 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,
3128-455: 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
3196-612: 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
3264-521: The front bumper. This cab design caused an awkward climb into the cab for the driver, forcing them to climb up behind the front wheel, then moving to the front and into the cab. European or Chinese or Japanese truckers enter their cab in a straight fashion with handrails left and right. Cabovers are also very popular in the US's light- and medium-duty truck segment where compact size is required for urban mobility without sacrificing payload; Hino (a Toyota subsidiary), Isuzu , and Mitsubishi Fuso models are
3332-494: 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. In 2000, Peterbilt introduced the Model 330, its first medium-duty conventional-cab truck. Manufactured by
3400-460: 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
3468-530: The longest-running marketplace rivalries in American truck manufacturing ). Peterbilt trucks are identified by a red oval emblem that has been 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 . In
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#17327869546203536-606: The maximum load area length. This allows a sleeper cab with a narrow bunk, or a bonneted (hooded) day cab. Nonetheless, no manufacturer in Europe produces such day cabs with bonnets. The last manufacturer of a conventional truck in Europe, Scania , stopped production in 2005 due to a decline in sales to less than 1000 units worldwide, with European sales declining by 50% and sales in South America by 90%, within one decade. In addition, Asian regulations are typically stricter, and
3604-507: 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
3672-400: 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). In 1980, the Model 383
3740-563: The relatively shorter journey distances allow trucks to forgo sleepers to save even more length. Cabover trucks are widely used in the United States for refuse collection , terminal tractors , and other vocational applications requiring a tight turning radius or frequent ingress/egress by the driver. Autocar , the oldest surviving motor vehicle manufacturer in America, produces primarily cabover trucks. Although cabover trucks were popular among U.S. heavy truckers and trucking companies during
3808-531: 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. In August 1960,
3876-428: 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
3944-420: 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
4012-416: 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
4080-433: The tilting cab gives comparatively unobstructed access to the engine, its deployment causes unsecured items in the cab and sleeper (if equipped) to fall onto the windshield or under the instrument panel . Vehicles without a tilting cab will usually be equipped with removable floor panels through which mechanics can access and service the engine. In Europe, Mercedes-Benz was the last manufacturer to use such panels instead of
4148-419: 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
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#17327869546204216-574: 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. In 1993, Peterbilt ended all operations in Newark, relocating its corporate and engineering headquarters to Denton (alongside its primary manufacturing operations). Coinciding with
4284-539: Was a cab-over. They reintroduced the cab-over layout in 1933 with their "Camel Back" model, which allowed the cab to be tilted to access the engine. The introduction of the first modern cab-over layout in the United States is credited to industrial designer Viktor Schreckengost , who, with engineer Ray Spiller, designed a cab-over truck for the White Motor Company in 1932. Schreckengost was later joined by other designers such as Raymond Loewy who designed
4352-437: 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 expanded 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
4420-402: 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
4488-399: 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
4556-454: 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,
4624-524: 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
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