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This article is about a vehicle manufacturing company. For other uses, see Freightliner.

Freightliner Trucks

Type	Subsidiary
Industry	Automotive
Founded	1942; 81 years ago (as Freightliner Inc)
Headquarters	Portland, Oregon, U.S.
Key people	John O’Leary, CEO
Products	Commercial Vehicles, Luxury vehicles
Owner	Daimler Truck
Parent	Daimler Truck North America
Website	freightliner.com

Freightliner Trucks is a US semi truck manufacturer.^[1] Founded in 1929 as the truck-manufacturing division of Consolidated Freightways (from which it derives its name), the company was established in 1942 as Freightliner Corporation.^[2] Owned by Daimler AG from 1981 to 2021, Freightliner is now a part of Daimler Truck subsidiary Daimler Truck North America (along with Western Star, Detroit Diesel, and Thomas Built Buses).^[3]

Freightliner produces a range of vans, medium-duty trucks, and heavy-duty trucks;^[1] under its Freightliner Custom Chassis subsidiary, the company produces bare chassis and cutaway chassis for multiple types of vehicles. The company popularized the use of cabover (COE) semitractors, with the Freightliner Argosy later becoming the final example of the type sold in North America.

The company is headquartered in Portland, Oregon (the city of its founding); vehicles are currently manufactured in Cleveland and Mount Holly, North Carolina and Santiago Tianguistenco and Saltillo, Mexico.^[4]

Legal controversy[edit]

As of December 2020, Freightliner is under a court order to improve safety, and was fined $30 million by the NHTSA after an investigation found that Freightliner had failed to recall dozens of known safety defects in its vehicles.^[5] In 2019 alone Freightliner was forced to issue safety recalls 24 separate times by the NHTSA, and there have been over 100 recalls total on its flagship truck, the Cascadia. The Judge found that Freightliner had no system in place to track faults, and ordered $5 million of the fine be applied to upgrading outdated paper-based systems and converting to recall software used by other automakers for decades.^[6]

As of May 2021 Freightliner has at least three open investigations against it for electrical issues, including several fires.^[7]

Several weeks after the fine was issued by the NHTSA, Freightliner CEO Roger Nielsen was replaced by John O’Leary, a senior executive from Mercedes Benz trucks, and former CFO of their parent company Daimler Trucks.^[8]

History[edit]

Founding (1930s)[edit]

Freightliner traces its roots to 1929; following the founding of Consolidated Freightways (CF) in Portland, Oregon, company founder Leland James set up a company division to produce semitractors for company use. Developed in a CF maintenance facility, Freightways Manufacturing used Fageol vehicles as a starting point for the design, placing the cab above the front axle. Shorter in length, the new Freightways truck allowed for CF to use a longer trailer and remain in compliance of the stringent length laws of the time.

In line with the company name, during the 1930s, Freightways Manufacturing began to brand its truck production under the «Freightliner» name. In addition to their shorter length, the trucks underwent weight reduction to maximize use of engine power (needed to climb mountain grades in the western United States).

1940s–1950s[edit]

In 1942, Leland James renamed Freightways Manufacturing as Freightliner Corporation; as part of the launch, the company debuts the first truck with an all-aluminum cab.^[2] Shifting to military production during World War II, Freightliner resumed truck production in 1947.^[2] In 1949, Freightliner sold its first vehicle outside of CF (to Portland-based forklift manufacturer Hyster); the vehicle is preserved in the Smithsonian collection in Washington, D.C.^[9][10]

As it largely existed as a subsidiary of a trucking company, Freightliner sought to establish a distribution network for its product line, allowing for higher production volumes and reduced costs. In 1951, Freightliner entered into an agreement with White Motor Company of Cleveland, Ohio.^[11] One of the largest truck manufacturers in the United States at the time, White sold Freightliner COEs under the «White Freightliner» co-branding (all vehicles produced for CF were Freightliners).

In 1953, Freightliner introduced a cab with an overhead-mounted sleeper (further shortening the cab).^[12] The first-generation «shovelnose» cab was retired for 1954 in favor of the taller, flatter «WFT» design; as an option, a «Mountaineer» 4×4 system was offered.^[12]

For 1958, the cab design was updated to tilt forward 90 degrees, increasing access to the engine.^[12]

1960s[edit]

To reduce import tariffs imposed by Canada (later removed by Auto Pact), Freightliner opened its first Canadian manufacturing facility in 1961, in Burnaby, British Columbia. To increase production in the United States, assembly plants were opened in Chino, California and Indianapolis, Indiana. In 1969, a second facility was opened in Portland for parts production.

1970s[edit]

White Motor Company became troubled in the 1970s. Expansion into appliances and agricultural equipment consumed capital without producing a return, and the relationship with Consolidated Freightways became frayed. In 1974, the distribution agreement was terminated, and Freightliner Corp. began life as a freestanding manufacturer and distributor. Many of the first dealers were from the White Motor Co. network, but some entrepreneurs also signed up to represent the trucks without the White Motor Co. franchise as a complement.

At the same time, the company introduced its first conventional model, an adaptation of the high COE mainstay product. High COEs accounted for well over 50% of the US market in those days, owing to overall length regulations that limited the bumper-to-taillight dimension of a semitrailer unit to 55 ft on interstate highways. Conventionals were popular on western roads due to more convenient ingress/egress, better ride, and easier access to the engine for servicing.

In 1979, a new plant in Mount Holly, North Carolina, and a parts manufacturing plant in Gastonia, North Carolina, were constructed, both in the Charlotte metropolitan area. Volumes continued to increase.

The year 1979 marked a consequential event in the evolution of Freightliner, and of the whole trucking and truck manufacturing industries. President Carter signed bills into law deregulating transport both on the ground and in the skies. Deregulation changed the economics of trucking and removed the system of regulated carriage that protected carriers, instead allowing more competition.

1980s[edit]

Three years later, the Surface Transportation Assistance Act of 1982 relaxed weight and length standards and imposed a new excise tax on heavy trucks and the tires they use. No longer was the overall length of semitrailer combinations restricted; rather, only the trailer was specified, to be not greater than 53 ft in length. Individual states retained more restrictive overall length laws, but fundamentally, the rules had changed forever.

Consolidated Freightways, a traditional, unionized carrier that flourished in the era before deregulation, realized it was in a fight for its life. In May 1981, it sold its truck manufacturing business and the Freightliner brand to Daimler-Benz, allowing it to concentrate its management attention and financial resources on its traditional trucking business. Around this time, the Chino and Indianapolis plants were closed permanently.^[13] Consolidated Freightways continued carrier business until 2002, when it ceased operation on Labor Day weekend.

In 1985 Freightliner introduced a new Medium Conventional series (FLC112), using the passenger portion of the cabin from the then recently introduced Mercedes-Benz LK. Mercedes cabins gradually became used for a number of Freightliner trucks. In 1989, Freightliner acquired a standing plant in Cleveland, North Carolina, near Statesville, that had been producing transit buses for German manufacturer MAN.

1990s[edit]

In 1991, parent company Daimler-Benz withdrew from the medium-duty truck segment, shifting its presence to Freightliner. Serving as the replacement for the aging Mercedes-Benz L1117, the Business Class made its debut. Also called the FL series, the Business Class was a downsized version of the FLC112, sharing its cab with the Mercedes-Benz LKN cabover. Along with a lighter GVWR, the FL was given a shorter hood with two headlights. The first all-new entry in the medium-duty market in over a decade, the model line met with success.

Another pronounced downturn in the industry’s fortunes necessitated drastic measures to restore Freightliner to financial health, and Dr Dieter Zetsche, now the chairman of Daimler-Benz’s Board of Management, was dispatched to lead the project as CEO. The Burnaby assembly plant was closed, replaced by a new facility in St. Thomas, Ontario. Cost reduction programs across the company restored profitability when the market rebounded. Significantly, production also commenced in Santiago Tianguistenco, Mexico, about 30 miles (48 km) outside Mexico City, in a plant owned by Daimler-Benz. At that time, the plant was also producing buses, Brazilian-designed medium-duty trucks, and compact Mercedes-Benz passenger cars.

Following the introduction of the medium-duty Business Class, Freightliner saw further evolution to its model range. For 1996, the company introduced the Freightliner Century Class, its first completely new Class 8 conventional in over 20 years. A year later, the company began production of cowled bus chassis, with the FS-65 derived from the medium-duty Business Class. For 1999 production, the Freightliner Argosy debuted; directly replacing the FLB, the Argosy consolidated four previous Freightliner COEs into a single model range. The first clean-sheet COE design from Freightliner since the Daimler acquisition, the Argosy largely eliminated the engine intrusion into the cab, sharing many body components and electronics with the Century Class conventional. In 1997, Freightliner acquired the truck-producing division of the Ford Motor Company and rebranded it as Sterling.

In 1999, Freightliner built its one-millionth vehicle. The Century Class conventional model family was expanded, adding the Columbia conventional.^[14] While sharing the same cab structure, the Columbia is developed primarily for fleet applications (though both model lines become popular with owner-operators).^[14]

Company diversification[edit]

The 1990s were a busy era for truck manufacturers in general, and for Freightliner in particular, under the leadership of flamboyant James L. Hebe, a former Kenworth sales executive who joined the company in 1989. During the decade, Freightliner made numerous acquisitions to further diversify itself:

1995 – Oshkosh Custom Chassis in Gaffney, South Carolina became Freightliner Custom Chassis, producing the underpinnings for walk-in vans used by companies such as UPS to deliver parcels and Cintas for uniform laundry services; diesel recreational vehicles; conventional school buses; and shuttle buses. The Oshkosh and Freightliner partnership has dissolved, and Oshkosh is no longer affiliated with Freightliner.^{[citation needed]}

1996 – American LaFrance was purchased; a 130-year-old manufacturer of fire apparatus, it was Mr. Hebe’s first employer. American LaFrance had fallen on hard times and was moribund at the time of the acquisition. At the end of the year, Freightliner acquired the rights of the heavy-truck product lines of Ford Motor Company.

1997 – As a result of the Ford heavy-truck acquisition, Freightliner created Sterling Trucks (using a long-dormant nameplate once owned by White Motor Company). Intended primarily as vocational trucks, the Sterling product line consisted of rebranded versions of the Ford Louisville/AeroMax and Ford Cargo.

1998 – Freightliner acquires bus manufacturer Thomas Built Buses, based in High Point, North Carolina. Sterling-brand trucks entered production in St. Thomas, Ontario (sold concurrently with the final Ford heavy trucks).

2000s[edit]

At the beginning of the 21st century, Freightliner was part of DaimlerChrysler, following the 1998 merger of its parent company with Chrysler; several changes in 2000 were made by the merged company that affected Freightliner. Canadian-based Western Star Trucks, a premium truck manufacturer was acquired in its entirety, giving Freightliner a third truck brand (along with assembly plants in Kelowna, British Columbia, and Ladson, South Carolina). Originally an entity of General Motors, DaimlerChrysler acquired Detroit Diesel, integrating its operations within Freightliner.

Coinciding with the fragile economy, Freightliner was awash in used trucks it could not sell; following the rapid expansion of the previous decade, Freightliner was left with multiple poor-performing operations outside of its core truck brand which was in decline in a poor economy. Seeking new leadership, DaimlerChrysler installed former company CFO to begin a turnaround for Freightliner. By 2002, the Kelowna Western Star plant was closed (shifting to Portland), along with a Thomas facility in Woodstock, Ontario (consolidating entirely to High Point).

For 2002, the Freightliner product line underwent multiple updates. For the medium-duty segment, Freightliner introduced a second generation of the Business Class, the Business Class M2, ranging from Class 5 to Class 8 severe-service conventionals. In place of the cab derived from Mercedes-Benz, the M2 was designed entirely by Freightliner. The Century Class model family was expanded further, debuting the Freightliner Coronado premium conventional. Styled similar to the FLD132 Classic XL, the Coronado shared its cab structure and technology with the Century Class and Columbia, marketed towards owner-operators.^[15] In a further expansion of the vocational model line, the Freightliner Condor was introduced as the first low-entry COE; competing with the Autocar Xpeditor, the Condor was developed nearly entirely for refuse applications.^[16]

In the early 2000s, the operations of Freightliner subsidiaries would undergo multiple changes. Following the acquisition of Western Star Trucks, Freightliner consolidated production of American LaFrance in the previous Western Star plant in Ladson, South Carolina; the attempt to integrate production of specialized emergency vehicles into a company noted for high volume production capabilities proved unworkable. While remaining the fifth-largest manufacturer in the emergency vehicle segment, American LaFrance was sold in 2005 to private equity fund, with DaimlerChrysler retaining ownership of the Ladson factory.

For 2006, the Sprinter van underwent a redesign (for the first time); final assembly shifts to the former American LaFrance facility in Ladson, South Carolina. While sold nearly exclusively as a cargo van, the Freightliner Sprinter is also offered as a passenger vehicle (alongside Dodge and Mercedes-Benz Sprinters).

After 2006 production, Freightliner ended sales of the Argosy cabover in North America. The first company to produce a fully tilting cab, Freightliner was the final truck manufacturer in North America to offer a Class 8 cabover. The Argosy remains in production in North America, sold exclusively for export.

In the summer of 2007, DaimlerChrysler was split, with the Freightliner parent company reorganizing itself as Daimler AG. Freightliner begins production of trucks in Saltillo, Mexico. On January 7, 2008, Freightliner LLC was renamed Daimler Trucks North America, LLC (DTNA), operating as the parent company of the Freightliner Trucks brand, alongside Sterling, Western Star, Detroit Diesel, and Thomas Built Buses.

For 2008, the company introduced Freightliner Cascadia, a new-generation Class 8 conventional. Intended as the successor to the Century Class and Columbia, the Cascadia consolidated the two model lines; while styled as a scaled-up M2, the Cascadia was optimized for fuel economy, safety, and reliability. Within the vocational model line, the Condor low-entry COE was discontinued.^[16]

In 2009, Freightliner began production of natural gas versions of the Business Class M2 in its Mount Holly facility.^[17] In March 2009, DTNA discontinued Sterling Trucks,^[15] citing substantial model overlap with Freightliner and decreasing market share (in spite of multiple product launches).^[18] The closure of Sterling also brought a closure of the St. Thomas plant.^[19]

2010s[edit]

Following the closure of Sterling, the Freightliner model line underwent a transition. While the M2 remained unchanged, the FLD 120/132 Classic/Classic XL were discontinued for 2010; after the model year, the Columbia and Century Class were also discontinued (in North America). In line with the Argosy, production of the Century Class shifted entirely to export. The Coronado long-hood conventional was joined by the Coronado SD (developed primarily for vocational applications^[20]).

In 2010, Freightliner introduced its first diesel-electric hybrid vehicle, based on a M2 106.^[21]

For 2011, the company debuted the SD model family. Alongside the Coronado SD introduced the previous year, two new models were added, the 108SD and 114SD, derived from the M2 model family.^[20]

In 2012, Freightliner celebrated its 70th anniversary, unveiling the Revolution concept vehicle.^[22] Constructed of carbon fiber and plastic, the cab featured a redesigned layout. Intended for use by a single driver, the passenger seat was replaced by a jumpseat (converting into a sleeper bed); to optimize trailer hookups, the design included a rear access door.^[23] As a result of increased demand for the Cascadia, parent company DTNA announced plans in 2012 to expand its workforce at its Cleveland, NC facility.^[24] Alongside the Cascadia, nearly 20% of trucks produced by the plant (including the Argosy and Century Class) were exported to South Africa, Australia and New Zealand.^[24]

In 2013, Freightliner expanded its alternative-fuel lineup, adding a natural-gas version of the Cascadia.^[25] Introduced as a premium option for the Cascadia, the Cascadia Evolution further enhanced aerodynamics and fuel economy (distinguished by its full rear wheel covers) and improved interior features. The Coronado was added to SD model family, renamed the 122SD.^[26]

On August 22, 2014, the Cleveland plant built the 3 millionth vehicle of Daimler Truck North America, a 2015 Cascadia Evolution. At the time, Freightliner employed 2600 workers at the facility and 8000 employees in North Carolina.^[27]

In May 2015, the Freightliner Inspiration was unveiled near Hoover Dam.^[28] The first road-licensed autonomous semitruck,^[28][29] the Inspiration was loosely based on a Cascadia. A Level 3 autonomous vehicle, the autonomous driving system was equated to the autopilot system of an airliner or a Tesla (requiring operator presence).^[28]

For 2017 production, Freightliner introduced a second-generation Cascadia, adopting elements of the design from the Inspiration autonomous vehicle.

For 2018, Freightliner debuted the EconicSD low-entry COE. Intended largely for refuse applications, the model line is an adaptation of the Mercedes-Benz Econic.

In September 2019, parent company Daimler announced that it would be halting «its internal combustion engine development initiatives as part of its efforts to embrace electric vehicles.»^[30]

2020s[edit]

As of May 2022, the MT-series step van (called MT50e) is available as an all-electric vehicle,^[31] and so are school buses built on Freightliner’s chassis. Also, the eCascadia, an all-electric semi-truck by Freightliner, was handed to customers for field tests in 2019 and then officially premiered in May 2022.^[32] An all-electric variant of the M2 box truck has undergone field tests.
In 2022 Freightliner revealed a update for the M2 Business Class series.^[33]

Models[edit]

Models of Freightliner trucks over the decades have included:

Freightliner Class 8 Trucks

Model Family Name	Production Years	Cab Configuration	Notes
WFT (White-Freightliner)	1958-1976	Cabover/COE
WFC (White-Freightliner) WFC 120	1974-1976	Conventional	First White-Freightliner conventional 120-inch BBC
FLA-Series FLA FLA 104 FLA 104 64 FLA 75 FLA 7542T FLA 8662 FLA 8664T FLA 9664 FLA 9664T	c.1987-1997	Cabover/COE
FLB-Series FLB FLB 100 42T FLB 104 64 FLB 9664	c.1987-1997	Cabover/COE
FLT-Series FLT FLT 6442 FLT 9664 FLT 7564	1976-1986	Cabover/COE	Largely the same as WFT COE, renamed to reflect the discontinuation of White Motor Company distribution.
FLL-Series	1976-c.2000	Low-entry COE	Low-cab forward COE, intended for vocational applications.[34]
Argosy	North America: 1998–2006 Global: 1998–present	Cabover/COE	COE derived from C-Series structure
FLC-Series FLC FLC 120 FLC 120 64 FLC 120 64 T FLC 120 84	1977-1987	Conventional	Model update in 1984 Setback axle version produced 1984-1987 FLC112 is unrelated, part of Business Class
FLD-Series FLD FLD 112 FLD 120 42 S FLD 120 64 ST FLD 120 64 T FLD 120 HD FLD 120 SD FLD 120 SFFA FLD 132 64T Classic XL FLD-SD FLD 120	1987-2010	Conventional	«Aerodynamic» conventional with skirted sides and curved bumpers and fenders.[35]112 and 120-inch BBCs Classic series (using FLC hood) introduced in 1990 (see below) FLD SD (severe-duty) is equipped with «Classic» (non-aerodynamic) hood and fenders
Classic Series Classic Classic XL	1990-2010	Conventional	FLD-based conventional with «traditional» hood design.[35] Classic = 120inch BBC Classic XL = 132-inch BBC Replaced by Coronado
C-Series Century Class (C120) Century Class Century Class S/T Columbia (CL120) Coronado (CC132) Coronado SD 122SD Cascadia (CA125) Cascadia Evolution New Cascadia eCascadia	1996-present	Conventional	Replaced FLD-Series in multiple phases Century Class and Columbia replaced FLD 120 Coronado replaced Classic/Classic XL (FLD 120 SFFA/ FLD 132) Cascadia (2008) replaces both Century Class and Columbia; second generation of model line New Cascadia (2017) is third generation of model line. eCascadia is the electric variant
SD-Series 108SD AB 114SD AB 114SD AF	2011-present	Conventional	Severe-service/vocational variants of the M2 Business Class Also includes 122SD (Coronado since 2013)

Freightliner Medium-Duty (Class 5-7) Trucks

Model Family Name	Production Years	Cab configuration	Notes
Business Class (FL-Series) FLC 112 FLC 112 62 ST FL 50 FL 60 FL 70 FL 80 FL 106 FL 112	1985-2007	Conventional	First-generation Business Class, shares cab with Mercedes-Benz LKN
Condor	2001-2013	Low-cab COE	Developed nearly exclusively for refuse applications. Also produced by Sterling Trucks and American LaFrance. Available in a semi.
EconicSD	2018–present	Low-entry	Low-entry COE derived from Mercedes-Benz Econic COE Replaces Condor
Cargo FC70 FC80	1999-2007	Low-cab COE	Continuation of Ford Cargo production, adapted to FL-Series chassis Also sold by Sterling (SC7000/SC8000)
Business Class M2 Business Class M2e Hybrid Business Class M2 106 Business Class M2 112 Business Class M2 106V Business Class M2 112V	2001–present	Conventional	Second-generation Business Class, Freightliner-designed cab M2 106 — 106-inch BBC M2 112 — 112-inch BBC

Other Freightliner Vehicles

Model Family Name	Production Years	Cab configuration	Notes
MT-Series MT-45 MT-55 MT50e	c.1995-present	Step-van chassis	Produced by Freightliner Custom Chassis Corporation MT50e is the electric variant
Freightliner Sprinter	2001–2021	Full-size van	Badge-engineered version of Mercedes-Benz Sprinter; first company to sell the model line in North America. Sold as cargo van (completed in United States from CKD kits) and passenger van (imported from Germany). Mercedes-Benz announced Freightliner Sprinter sales will be discontinued as of December 2021.[36] The Sprinter will continue production and sales through the Mercedes-Benz brand.
FS-65	1996–2006	bus chassis	Cowled bus chassis designed from the Business Class FL chassis; based on FL60 and FL70.
S2	2001–present	Cutaway-cab/chassis	Cutaway cab version of Business Class M2 10.
C2	2003–present	bus chassis	School bus chassis designed for the Thomas Saf-T-Liner C2 body.

See also[edit]

• List of companies based in Oregon
• Mercedes-Benz Actros
• Mercedes-Benz Zetros
• Mitsubishi Fuso Truck and Bus Corporation
• Western Star Trucks

References[edit]

External links[edit]

Media related to Freightliner vehicles at Wikimedia Commons

• Official website

This article is about a vehicle manufacturing company. For other uses, see Freightliner.

Freightliner Trucks

Type	Subsidiary
Industry	Automotive
Founded	1942; 81 years ago (as Freightliner Inc)
Headquarters	Portland, Oregon, U.S.
Key people	John O’Leary, CEO
Products	Commercial Vehicles, Luxury vehicles
Owner	Daimler Truck
Parent	Daimler Truck North America
Website	freightliner.com

Freightliner Trucks is a US semi truck manufacturer.^[1] Founded in 1929 as the truck-manufacturing division of Consolidated Freightways (from which it derives its name), the company was established in 1942 as Freightliner Corporation.^[2] Owned by Daimler AG from 1981 to 2021, Freightliner is now a part of Daimler Truck subsidiary Daimler Truck North America (along with Western Star, Detroit Diesel, and Thomas Built Buses).^[3]

Freightliner produces a range of vans, medium-duty trucks, and heavy-duty trucks;^[1] under its Freightliner Custom Chassis subsidiary, the company produces bare chassis and cutaway chassis for multiple types of vehicles. The company popularized the use of cabover (COE) semitractors, with the Freightliner Argosy later becoming the final example of the type sold in North America.

The company is headquartered in Portland, Oregon (the city of its founding); vehicles are currently manufactured in Cleveland and Mount Holly, North Carolina and Santiago Tianguistenco and Saltillo, Mexico.^[4]

Legal controversy[edit]

As of December 2020, Freightliner is under a court order to improve safety, and was fined $30 million by the NHTSA after an investigation found that Freightliner had failed to recall dozens of known safety defects in its vehicles.^[5] In 2019 alone Freightliner was forced to issue safety recalls 24 separate times by the NHTSA, and there have been over 100 recalls total on its flagship truck, the Cascadia. The Judge found that Freightliner had no system in place to track faults, and ordered $5 million of the fine be applied to upgrading outdated paper-based systems and converting to recall software used by other automakers for decades.^[6]

As of May 2021 Freightliner has at least three open investigations against it for electrical issues, including several fires.^[7]

Several weeks after the fine was issued by the NHTSA, Freightliner CEO Roger Nielsen was replaced by John O’Leary, a senior executive from Mercedes Benz trucks, and former CFO of their parent company Daimler Trucks.^[8]

History[edit]

Founding (1930s)[edit]

Freightliner traces its roots to 1929; following the founding of Consolidated Freightways (CF) in Portland, Oregon, company founder Leland James set up a company division to produce semitractors for company use. Developed in a CF maintenance facility, Freightways Manufacturing used Fageol vehicles as a starting point for the design, placing the cab above the front axle. Shorter in length, the new Freightways truck allowed for CF to use a longer trailer and remain in compliance of the stringent length laws of the time.

In line with the company name, during the 1930s, Freightways Manufacturing began to brand its truck production under the «Freightliner» name. In addition to their shorter length, the trucks underwent weight reduction to maximize use of engine power (needed to climb mountain grades in the western United States).

1940s–1950s[edit]

In 1942, Leland James renamed Freightways Manufacturing as Freightliner Corporation; as part of the launch, the company debuts the first truck with an all-aluminum cab.^[2] Shifting to military production during World War II, Freightliner resumed truck production in 1947.^[2] In 1949, Freightliner sold its first vehicle outside of CF (to Portland-based forklift manufacturer Hyster); the vehicle is preserved in the Smithsonian collection in Washington, D.C.^[9][10]

As it largely existed as a subsidiary of a trucking company, Freightliner sought to establish a distribution network for its product line, allowing for higher production volumes and reduced costs. In 1951, Freightliner entered into an agreement with White Motor Company of Cleveland, Ohio.^[11] One of the largest truck manufacturers in the United States at the time, White sold Freightliner COEs under the «White Freightliner» co-branding (all vehicles produced for CF were Freightliners).

In 1953, Freightliner introduced a cab with an overhead-mounted sleeper (further shortening the cab).^[12] The first-generation «shovelnose» cab was retired for 1954 in favor of the taller, flatter «WFT» design; as an option, a «Mountaineer» 4×4 system was offered.^[12]

For 1958, the cab design was updated to tilt forward 90 degrees, increasing access to the engine.^[12]

1960s[edit]

To reduce import tariffs imposed by Canada (later removed by Auto Pact), Freightliner opened its first Canadian manufacturing facility in 1961, in Burnaby, British Columbia. To increase production in the United States, assembly plants were opened in Chino, California and Indianapolis, Indiana. In 1969, a second facility was opened in Portland for parts production.

1970s[edit]

White Motor Company became troubled in the 1970s. Expansion into appliances and agricultural equipment consumed capital without producing a return, and the relationship with Consolidated Freightways became frayed. In 1974, the distribution agreement was terminated, and Freightliner Corp. began life as a freestanding manufacturer and distributor. Many of the first dealers were from the White Motor Co. network, but some entrepreneurs also signed up to represent the trucks without the White Motor Co. franchise as a complement.

At the same time, the company introduced its first conventional model, an adaptation of the high COE mainstay product. High COEs accounted for well over 50% of the US market in those days, owing to overall length regulations that limited the bumper-to-taillight dimension of a semitrailer unit to 55 ft on interstate highways. Conventionals were popular on western roads due to more convenient ingress/egress, better ride, and easier access to the engine for servicing.

In 1979, a new plant in Mount Holly, North Carolina, and a parts manufacturing plant in Gastonia, North Carolina, were constructed, both in the Charlotte metropolitan area. Volumes continued to increase.

The year 1979 marked a consequential event in the evolution of Freightliner, and of the whole trucking and truck manufacturing industries. President Carter signed bills into law deregulating transport both on the ground and in the skies. Deregulation changed the economics of trucking and removed the system of regulated carriage that protected carriers, instead allowing more competition.

1980s[edit]

Three years later, the Surface Transportation Assistance Act of 1982 relaxed weight and length standards and imposed a new excise tax on heavy trucks and the tires they use. No longer was the overall length of semitrailer combinations restricted; rather, only the trailer was specified, to be not greater than 53 ft in length. Individual states retained more restrictive overall length laws, but fundamentally, the rules had changed forever.

Consolidated Freightways, a traditional, unionized carrier that flourished in the era before deregulation, realized it was in a fight for its life. In May 1981, it sold its truck manufacturing business and the Freightliner brand to Daimler-Benz, allowing it to concentrate its management attention and financial resources on its traditional trucking business. Around this time, the Chino and Indianapolis plants were closed permanently.^[13] Consolidated Freightways continued carrier business until 2002, when it ceased operation on Labor Day weekend.

In 1985 Freightliner introduced a new Medium Conventional series (FLC112), using the passenger portion of the cabin from the then recently introduced Mercedes-Benz LK. Mercedes cabins gradually became used for a number of Freightliner trucks. In 1989, Freightliner acquired a standing plant in Cleveland, North Carolina, near Statesville, that had been producing transit buses for German manufacturer MAN.

1990s[edit]

In 1991, parent company Daimler-Benz withdrew from the medium-duty truck segment, shifting its presence to Freightliner. Serving as the replacement for the aging Mercedes-Benz L1117, the Business Class made its debut. Also called the FL series, the Business Class was a downsized version of the FLC112, sharing its cab with the Mercedes-Benz LKN cabover. Along with a lighter GVWR, the FL was given a shorter hood with two headlights. The first all-new entry in the medium-duty market in over a decade, the model line met with success.

Another pronounced downturn in the industry’s fortunes necessitated drastic measures to restore Freightliner to financial health, and Dr Dieter Zetsche, now the chairman of Daimler-Benz’s Board of Management, was dispatched to lead the project as CEO. The Burnaby assembly plant was closed, replaced by a new facility in St. Thomas, Ontario. Cost reduction programs across the company restored profitability when the market rebounded. Significantly, production also commenced in Santiago Tianguistenco, Mexico, about 30 miles (48 km) outside Mexico City, in a plant owned by Daimler-Benz. At that time, the plant was also producing buses, Brazilian-designed medium-duty trucks, and compact Mercedes-Benz passenger cars.

Following the introduction of the medium-duty Business Class, Freightliner saw further evolution to its model range. For 1996, the company introduced the Freightliner Century Class, its first completely new Class 8 conventional in over 20 years. A year later, the company began production of cowled bus chassis, with the FS-65 derived from the medium-duty Business Class. For 1999 production, the Freightliner Argosy debuted; directly replacing the FLB, the Argosy consolidated four previous Freightliner COEs into a single model range. The first clean-sheet COE design from Freightliner since the Daimler acquisition, the Argosy largely eliminated the engine intrusion into the cab, sharing many body components and electronics with the Century Class conventional. In 1997, Freightliner acquired the truck-producing division of the Ford Motor Company and rebranded it as Sterling.

In 1999, Freightliner built its one-millionth vehicle. The Century Class conventional model family was expanded, adding the Columbia conventional.^[14] While sharing the same cab structure, the Columbia is developed primarily for fleet applications (though both model lines become popular with owner-operators).^[14]

Company diversification[edit]

The 1990s were a busy era for truck manufacturers in general, and for Freightliner in particular, under the leadership of flamboyant James L. Hebe, a former Kenworth sales executive who joined the company in 1989. During the decade, Freightliner made numerous acquisitions to further diversify itself:

1995 – Oshkosh Custom Chassis in Gaffney, South Carolina became Freightliner Custom Chassis, producing the underpinnings for walk-in vans used by companies such as UPS to deliver parcels and Cintas for uniform laundry services; diesel recreational vehicles; conventional school buses; and shuttle buses. The Oshkosh and Freightliner partnership has dissolved, and Oshkosh is no longer affiliated with Freightliner.^{[citation needed]}

1996 – American LaFrance was purchased; a 130-year-old manufacturer of fire apparatus, it was Mr. Hebe’s first employer. American LaFrance had fallen on hard times and was moribund at the time of the acquisition. At the end of the year, Freightliner acquired the rights of the heavy-truck product lines of Ford Motor Company.

1997 – As a result of the Ford heavy-truck acquisition, Freightliner created Sterling Trucks (using a long-dormant nameplate once owned by White Motor Company). Intended primarily as vocational trucks, the Sterling product line consisted of rebranded versions of the Ford Louisville/AeroMax and Ford Cargo.

1998 – Freightliner acquires bus manufacturer Thomas Built Buses, based in High Point, North Carolina. Sterling-brand trucks entered production in St. Thomas, Ontario (sold concurrently with the final Ford heavy trucks).

2000s[edit]

At the beginning of the 21st century, Freightliner was part of DaimlerChrysler, following the 1998 merger of its parent company with Chrysler; several changes in 2000 were made by the merged company that affected Freightliner. Canadian-based Western Star Trucks, a premium truck manufacturer was acquired in its entirety, giving Freightliner a third truck brand (along with assembly plants in Kelowna, British Columbia, and Ladson, South Carolina). Originally an entity of General Motors, DaimlerChrysler acquired Detroit Diesel, integrating its operations within Freightliner.

Coinciding with the fragile economy, Freightliner was awash in used trucks it could not sell; following the rapid expansion of the previous decade, Freightliner was left with multiple poor-performing operations outside of its core truck brand which was in decline in a poor economy. Seeking new leadership, DaimlerChrysler installed former company CFO to begin a turnaround for Freightliner. By 2002, the Kelowna Western Star plant was closed (shifting to Portland), along with a Thomas facility in Woodstock, Ontario (consolidating entirely to High Point).

For 2002, the Freightliner product line underwent multiple updates. For the medium-duty segment, Freightliner introduced a second generation of the Business Class, the Business Class M2, ranging from Class 5 to Class 8 severe-service conventionals. In place of the cab derived from Mercedes-Benz, the M2 was designed entirely by Freightliner. The Century Class model family was expanded further, debuting the Freightliner Coronado premium conventional. Styled similar to the FLD132 Classic XL, the Coronado shared its cab structure and technology with the Century Class and Columbia, marketed towards owner-operators.^[15] In a further expansion of the vocational model line, the Freightliner Condor was introduced as the first low-entry COE; competing with the Autocar Xpeditor, the Condor was developed nearly entirely for refuse applications.^[16]

In the early 2000s, the operations of Freightliner subsidiaries would undergo multiple changes. Following the acquisition of Western Star Trucks, Freightliner consolidated production of American LaFrance in the previous Western Star plant in Ladson, South Carolina; the attempt to integrate production of specialized emergency vehicles into a company noted for high volume production capabilities proved unworkable. While remaining the fifth-largest manufacturer in the emergency vehicle segment, American LaFrance was sold in 2005 to private equity fund, with DaimlerChrysler retaining ownership of the Ladson factory.

For 2006, the Sprinter van underwent a redesign (for the first time); final assembly shifts to the former American LaFrance facility in Ladson, South Carolina. While sold nearly exclusively as a cargo van, the Freightliner Sprinter is also offered as a passenger vehicle (alongside Dodge and Mercedes-Benz Sprinters).

After 2006 production, Freightliner ended sales of the Argosy cabover in North America. The first company to produce a fully tilting cab, Freightliner was the final truck manufacturer in North America to offer a Class 8 cabover. The Argosy remains in production in North America, sold exclusively for export.

In the summer of 2007, DaimlerChrysler was split, with the Freightliner parent company reorganizing itself as Daimler AG. Freightliner begins production of trucks in Saltillo, Mexico. On January 7, 2008, Freightliner LLC was renamed Daimler Trucks North America, LLC (DTNA), operating as the parent company of the Freightliner Trucks brand, alongside Sterling, Western Star, Detroit Diesel, and Thomas Built Buses.

For 2008, the company introduced Freightliner Cascadia, a new-generation Class 8 conventional. Intended as the successor to the Century Class and Columbia, the Cascadia consolidated the two model lines; while styled as a scaled-up M2, the Cascadia was optimized for fuel economy, safety, and reliability. Within the vocational model line, the Condor low-entry COE was discontinued.^[16]

In 2009, Freightliner began production of natural gas versions of the Business Class M2 in its Mount Holly facility.^[17] In March 2009, DTNA discontinued Sterling Trucks,^[15] citing substantial model overlap with Freightliner and decreasing market share (in spite of multiple product launches).^[18] The closure of Sterling also brought a closure of the St. Thomas plant.^[19]

2010s[edit]

Following the closure of Sterling, the Freightliner model line underwent a transition. While the M2 remained unchanged, the FLD 120/132 Classic/Classic XL were discontinued for 2010; after the model year, the Columbia and Century Class were also discontinued (in North America). In line with the Argosy, production of the Century Class shifted entirely to export. The Coronado long-hood conventional was joined by the Coronado SD (developed primarily for vocational applications^[20]).

In 2010, Freightliner introduced its first diesel-electric hybrid vehicle, based on a M2 106.^[21]

For 2011, the company debuted the SD model family. Alongside the Coronado SD introduced the previous year, two new models were added, the 108SD and 114SD, derived from the M2 model family.^[20]

In 2012, Freightliner celebrated its 70th anniversary, unveiling the Revolution concept vehicle.^[22] Constructed of carbon fiber and plastic, the cab featured a redesigned layout. Intended for use by a single driver, the passenger seat was replaced by a jumpseat (converting into a sleeper bed); to optimize trailer hookups, the design included a rear access door.^[23] As a result of increased demand for the Cascadia, parent company DTNA announced plans in 2012 to expand its workforce at its Cleveland, NC facility.^[24] Alongside the Cascadia, nearly 20% of trucks produced by the plant (including the Argosy and Century Class) were exported to South Africa, Australia and New Zealand.^[24]

In 2013, Freightliner expanded its alternative-fuel lineup, adding a natural-gas version of the Cascadia.^[25] Introduced as a premium option for the Cascadia, the Cascadia Evolution further enhanced aerodynamics and fuel economy (distinguished by its full rear wheel covers) and improved interior features. The Coronado was added to SD model family, renamed the 122SD.^[26]

On August 22, 2014, the Cleveland plant built the 3 millionth vehicle of Daimler Truck North America, a 2015 Cascadia Evolution. At the time, Freightliner employed 2600 workers at the facility and 8000 employees in North Carolina.^[27]

In May 2015, the Freightliner Inspiration was unveiled near Hoover Dam.^[28] The first road-licensed autonomous semitruck,^[28][29] the Inspiration was loosely based on a Cascadia. A Level 3 autonomous vehicle, the autonomous driving system was equated to the autopilot system of an airliner or a Tesla (requiring operator presence).^[28]

For 2017 production, Freightliner introduced a second-generation Cascadia, adopting elements of the design from the Inspiration autonomous vehicle.

For 2018, Freightliner debuted the EconicSD low-entry COE. Intended largely for refuse applications, the model line is an adaptation of the Mercedes-Benz Econic.

In September 2019, parent company Daimler announced that it would be halting «its internal combustion engine development initiatives as part of its efforts to embrace electric vehicles.»^[30]

2020s[edit]

As of May 2022, the MT-series step van (called MT50e) is available as an all-electric vehicle,^[31] and so are school buses built on Freightliner’s chassis. Also, the eCascadia, an all-electric semi-truck by Freightliner, was handed to customers for field tests in 2019 and then officially premiered in May 2022.^[32] An all-electric variant of the M2 box truck has undergone field tests.
In 2022 Freightliner revealed a update for the M2 Business Class series.^[33]

Models[edit]

Models of Freightliner trucks over the decades have included:

Freightliner Class 8 Trucks

Model Family Name	Production Years	Cab Configuration	Notes
WFT (White-Freightliner)	1958-1976	Cabover/COE
WFC (White-Freightliner) WFC 120	1974-1976	Conventional	First White-Freightliner conventional 120-inch BBC
FLA-Series FLA FLA 104 FLA 104 64 FLA 75 FLA 7542T FLA 8662 FLA 8664T FLA 9664 FLA 9664T	c.1987-1997	Cabover/COE
FLB-Series FLB FLB 100 42T FLB 104 64 FLB 9664	c.1987-1997	Cabover/COE
FLT-Series FLT FLT 6442 FLT 9664 FLT 7564	1976-1986	Cabover/COE	Largely the same as WFT COE, renamed to reflect the discontinuation of White Motor Company distribution.
FLL-Series	1976-c.2000	Low-entry COE	Low-cab forward COE, intended for vocational applications.[34]
Argosy	North America: 1998–2006 Global: 1998–present	Cabover/COE	COE derived from C-Series structure
FLC-Series FLC FLC 120 FLC 120 64 FLC 120 64 T FLC 120 84	1977-1987	Conventional	Model update in 1984 Setback axle version produced 1984-1987 FLC112 is unrelated, part of Business Class
FLD-Series FLD FLD 112 FLD 120 42 S FLD 120 64 ST FLD 120 64 T FLD 120 HD FLD 120 SD FLD 120 SFFA FLD 132 64T Classic XL FLD-SD FLD 120	1987-2010	Conventional	«Aerodynamic» conventional with skirted sides and curved bumpers and fenders.[35]112 and 120-inch BBCs Classic series (using FLC hood) introduced in 1990 (see below) FLD SD (severe-duty) is equipped with «Classic» (non-aerodynamic) hood and fenders
Classic Series Classic Classic XL	1990-2010	Conventional	FLD-based conventional with «traditional» hood design.[35] Classic = 120inch BBC Classic XL = 132-inch BBC Replaced by Coronado
C-Series Century Class (C120) Century Class Century Class S/T Columbia (CL120) Coronado (CC132) Coronado SD 122SD Cascadia (CA125) Cascadia Evolution New Cascadia eCascadia	1996-present	Conventional	Replaced FLD-Series in multiple phases Century Class and Columbia replaced FLD 120 Coronado replaced Classic/Classic XL (FLD 120 SFFA/ FLD 132) Cascadia (2008) replaces both Century Class and Columbia; second generation of model line New Cascadia (2017) is third generation of model line. eCascadia is the electric variant
SD-Series 108SD AB 114SD AB 114SD AF	2011-present	Conventional	Severe-service/vocational variants of the M2 Business Class Also includes 122SD (Coronado since 2013)

Freightliner Medium-Duty (Class 5-7) Trucks

Model Family Name	Production Years	Cab configuration	Notes
Business Class (FL-Series) FLC 112 FLC 112 62 ST FL 50 FL 60 FL 70 FL 80 FL 106 FL 112	1985-2007	Conventional	First-generation Business Class, shares cab with Mercedes-Benz LKN
Condor	2001-2013	Low-cab COE	Developed nearly exclusively for refuse applications. Also produced by Sterling Trucks and American LaFrance. Available in a semi.
EconicSD	2018–present	Low-entry	Low-entry COE derived from Mercedes-Benz Econic COE Replaces Condor
Cargo FC70 FC80	1999-2007	Low-cab COE	Continuation of Ford Cargo production, adapted to FL-Series chassis Also sold by Sterling (SC7000/SC8000)
Business Class M2 Business Class M2e Hybrid Business Class M2 106 Business Class M2 112 Business Class M2 106V Business Class M2 112V	2001–present	Conventional	Second-generation Business Class, Freightliner-designed cab M2 106 — 106-inch BBC M2 112 — 112-inch BBC

Other Freightliner Vehicles

Model Family Name	Production Years	Cab configuration	Notes
MT-Series MT-45 MT-55 MT50e	c.1995-present	Step-van chassis	Produced by Freightliner Custom Chassis Corporation MT50e is the electric variant
Freightliner Sprinter	2001–2021	Full-size van	Badge-engineered version of Mercedes-Benz Sprinter; first company to sell the model line in North America. Sold as cargo van (completed in United States from CKD kits) and passenger van (imported from Germany). Mercedes-Benz announced Freightliner Sprinter sales will be discontinued as of December 2021.[36] The Sprinter will continue production and sales through the Mercedes-Benz brand.
FS-65	1996–2006	bus chassis	Cowled bus chassis designed from the Business Class FL chassis; based on FL60 and FL70.
S2	2001–present	Cutaway-cab/chassis	Cutaway cab version of Business Class M2 10.
C2	2003–present	bus chassis	School bus chassis designed for the Thomas Saf-T-Liner C2 body.

See also[edit]

• List of companies based in Oregon
• Mercedes-Benz Actros
• Mercedes-Benz Zetros
• Mitsubishi Fuso Truck and Bus Corporation
• Western Star Trucks

References[edit]

External links[edit]

Media related to Freightliner vehicles at Wikimedia Commons

• Official website

• 1
  freightliner
  
  

  товарный поезд, перевозящий груз в контейнерах

  = Freightliner

  Англо-русский универсальный дополнительный практический переводческий словарь И. Мостицкого > freightliner

• 2
  Freightliner
  
  

  Англо-русский универсальный дополнительный практический переводческий словарь И. Мостицкого > Freightliner

• 3
  freightliner
  
  

  Англо-русский синонимический словарь > freightliner

• 4
  freightliner
  
  

  Большой англо-русский и русско-английский словарь > freightliner

• 5
  freightliner
  
  

  НБАРС > freightliner

• 6
  freightliner
  
  

  Универсальный англо-русский словарь > freightliner

• 7
  freightliner
  
  

  (n) контейнерный состав

  * * *

  * * *

  контейнерный грузовой состав

  Новый англо-русский словарь > freightliner

• 8
  freightliner
  
  

  Англо-русский железнодорожный словарь > freightliner

• 9
  freightliner
  
  

  [‘freɪt,laɪnə]

  това́рный по́езд-экспре́сс

  English-Russian Great Britain dictionary (Великобритания. Лингвострановедческий словарь) > freightliner

• 10
  freightliner
  
  

  English-Russian scientific dictionary > freightliner

• 11
  freightliner
  
  

  n ж.-д. контейнерный состав

  English-Russian base dictionary > freightliner

• 12
  freightliner train
  
  

  товарный поезд

  контейнерный грузовой состав

  Англо-русский универсальный дополнительный практический переводческий словарь И. Мостицкого > freightliner train

• 13
  freightliner train
  
  

  Универсальный англо-русский словарь > freightliner train

• 14
  freightliner train
  
  

  Англо-русский экономический словарь > freightliner train

• 15
  фрейхтлайнер
  
  

  Большой англо-русский и русско-английский словарь > фрейхтлайнер

• 16
  контейнерный состав
  
  

  Большой англо-русский и русско-английский словарь > контейнерный состав

• 17
  train
  
  

  ̈ɪtreɪn I гл.
  1) а) тренировать(ся), готовить, обучать б) дрессировать собаку в) объезжать лошадь г) воспитывать, учить, приучать к хорошим навыкам, к дисциплине
  2) а) направлять рост растений (обыкн. train up, train along, train over) б) наводить (орудие, объектив и т. п.) ∙ train down train for train upon train off train up II
  1. сущ.
  1) а) шлейф( платья) ;
  хвост( павлина, кометы) б) свита, толпа( поклонников и т. п.)
  2) а) караван, воен. обоз б) кортеж, процессия в) поезд, состав The train is off. ≈ Поезд уже отошел. to board, get on ≈ садиться на поезд to catch a train ≈ успеть, поспеть на поезд to change trains ≈ делать пересадку (с одного поезда на другой) We’ll have to change trains in Chicago. ≈ Нам придется делать пересадку в Чикаго. to flag down a train ≈ сигнализировать машинисту с требованием остановить поезд to get off a train ≈ сходить с поезда to hold a train ≈ останавливать поезд to miss a train ≈ опаздывать на поезд to stop a train ≈ останавливать поезд to stop a train by pulling the communication/emergency cord ≈ остановить поезд, потянув за стоп-кран to take a train ≈ садиться на поезд We took a train to the city. ≈ Мы поехали в город на поезде. a train arrives, pulls in ≈ поезд прибывает a train derails ≈ поезд сходит с рельсов a train leaves, pulls out ≈ поезд отправляется a train stops ≈ поезд останавливается boat train by train commuter train down train electric train elevated train express train freight train hospital train inbound train goods train local train long-distance train make the train mixed train passenger train shuttle train slow train stopping train through train up train way train wild train
  3) а) цепь, ряд( событий, мыслей) б) последствие in the/its train ≈ в результате, вследствие
  4) а) метал. прокатный стан б) тех. зубчатая передача
  2. гл.;
  разг. ехать по железной дороге
  поезд;
  состав — fast * скорый поезд — express * экспресс — boat * поезд, согласованный с расписанием пароходов — passenger * пассажирский поезд — goods /freight/ * грузовой /товарный/ состав — local /branchline/ * местный поезд — slow /stopping/ * поезд, идущий со всеми остановками — relief * дополнительный поезд — troop * военный эшелон — armoured * бронепоезд — the morning * утренний поезд — the
  2. 15 * поезд, отходящий в
  2. 15 — wild * поезд, идущий не по расписанию — a * ride поездка на поезде — by * поездом — to travel by * ехать или ездить поездом /на поезде/ — to board /to take/ the * сесть в поезд, поехать на поезде — to lose /to miss/ one’s * опоздать на поезд — to make /to catch, to nick/ the * поспеть на поезд — to change *s сделать пересадку — the * is off поезд уже отошел — the * is in поезд пришел трактор с прицепом процессия, кортеж — funeral * похоронная процессия караван — a * of camels караван верблюдов — a long * of sightseers длинная вереница туристов (военное) обоз (тж. baggage *, wagon *) свита, толпа (почитателей, поклонников и т. п.) — the prince and his * принц со своей свитой — a staff of 80 in smb.’s * свита в составе 80 человек ряд, цепь, вереница — a * of misfortunes цепь несчастий;
  полоса неудач — by an unlucky * of events по неблагоприятному стечению обстоятельств — a whole * of ideas вереница мыслей — a * of words ряд слов ход (мыслей и т. п.) — to follow the * of smb.’s thoughts следить за ходом чьей-л. мысли — to lose the * of smb.’s thought потерять нить чьих-л. рассуждений ход, развертывание, развитие( событий и т. п.) — it was already in fair * to develop party out of faction все шло к превращению фракции в партию — things proceeded in this * for several days так продолжалось несколько дней шлейф, трен( платья) хвост (павлина), «шлейф» хвост (кометы, метеора) последствие — in the * of в результате, вследствие — the war brought famine and disease in its * война принесла с собой голод и болезни — the ruins that they left in their * развалины, которые они оставили за собой результаты — to write in the * of NN’s study идти( в своей книге) по пути, проложенному исследованием NN pl ( военное) тылы (военное) азимут( орудия и т. п.) ;
  наводка по азимуту (специальное) серия (волн, колебаний и т. п.) — wave * (физическое) цуг /серия/ волн (специальное) последовательный ряд прокатный стан (техническое) зубчатая передача;
  система рычагов — * of gears система шестерен (военное) запал (охота) приманка (в виде положенных друг за другом кусочков) (устаревшее) аллюр (лошади) > in * в готовности, наготове > to put /to set/ things in * готовить к действию > gravy * (американизм) (сленг) «кормушка», тепленькое местечко > to ride the gravy * (американизм) (сленг) заполучить тепленькое местечко;
  загребать барыши (разговорное) ехать поездом — to * from York to Leeds ехать (поездом) из Йорка в Лидс — we *ed all the way мы всю дорогу ехали поездом — to * the rest of the way ехать поездом остаток пути( with) (американизм) (разговорное) водить компанию;
  связаться( с кем-л.) волочить, тащить волочиться, тащиться — her skirt *ed on the ground ее юбка волочилась по земле( устаревшее) притягивать, завлекать воспитывать, учить, приучать (к чему-л.) — to * a child воспитывать ребенка — to * a child to obey приучать ребенка к послушанию — to * a pupil to read music at sight учить ученика читать ноты с листа — to * smb.’s taste воспитывать чей-л. вкус — *ed to all outdoor exercises приученный к упражнениям на свежем воздухе — *ed to obedience приученный к послушанию (разговорное) приучать (ребенка, домашнее животное) проситься обучать, готовить (к чему-л.) — to * a girl in nursing обучать девушку уходу за больными — to * hospital nurses готовить медицинских сестер — to * smb. for the stage готовить кого-л. для поступления на сцену — to * smb. for the navy /to serve in the navy/ готовить кого-л. к флотской службе /к службе во флоте/ — this school *ed many good officers из этой школы вышло много хороших офицеров, эта школа выпустила много хороших офицеров учиться, обучаться, готовиться — to * as a typist учиться на машинистку — to * for priesthood готовиться стать священником, готовиться к карьере священника — the author *ed with Professor Tanner автор обучался у профессора Тэннера (for) тренировать — to * smb. for a contest готовить кого-л. к состязанию (for) тренироваться — to * for a boatrace тренироваться перед лодочными гонками дрессировать (животных) ;
  объезжать (лошадь) — to * a dog for the circus дрессировать собаку для цирка — the dog is *ed to jump through a hoop собаку обучили прыгать через обруч — to * dogs to catch hares натаскивать собак на (ловлю) зайцев (садоводчество) формировать (деревья) ;
  направлять (рост растений) — to * roses against a wall пустить розы вдоль стены /по стене/ (on, upon) (военное) наводить по азимуту — to * a gun on the target навести орудие на цель — he had *ed his news camera on celebrities for 40 years( образное) в течение 40 лет он держал знаменитостей на прицеле своей кинокамеры
  accommodation ~ амер. местный пассажирский поезд со всеми остановками
  boat ~ поезд, согласованный с пароходным расписанием
  ~ поезд, состав;
  by train поездом;
  mixed train товаро-пассажирский поезд;
  goods train товарный поезд;
  up train поезд, идущий в Лондон
  freightliner ~ товарный поезд
  ~ процессия, кортеж;
  funeral train похоронная процессия
  ~ поезд, состав;
  by train поездом;
  mixed train товаро-пассажирский поезд;
  goods train товарный поезд;
  up train поезд, идущий в Лондон goods ~ товарный состав
  ~ последствие;
  in the (или in its) train в результате, вследствие
  intercity ~ междугородный поезд
  liner ~ караван рейсовых судов
  mail ~ почтовый поезд
  the ~ is off поезд уже отошел;
  to make the train поспеть на поезд
  metropolitan ~ поезд метро
  nonstop ~ курьерский поезд
  passenger ~ пассажирский поезд
  through ~ прямой поезд
  train воспитывать, учить, приучать к хорошим навыкам, к дисциплине ~ готовить ~ дрессировать (собаку) ;
  объезжать (лошадь) ~ разг. ехать по железной дороге ~ ехать поездом ~ тех. зубчатая передача ~ караван;
  воен. обоз ~ наводить (орудие, объектив и т. п.) ;
  train down сбавлять вес специальной тренировкой ~ направлять рост растений (обыкн. train up, train along, train over) ~ обучать, готовить ~ обучать ~ поезд, состав;
  by train поездом;
  mixed train товаро-пассажирский поезд;
  goods train товарный поезд;
  up train поезд, идущий в Лондон ~ поезд ~ последствие;
  in the (или in its) train в результате, вследствие ~ метал. прокатный стан ~ процессия, кортеж;
  funeral train похоронная процессия ~ свита;
  толпа (поклонников и т. п.) ~ состав ~ тренировать(ся) ;
  to train for races готовиться к скачкам ~ тренировать ~ цепь, ряд (событий, мыслей) ;
  train of thought ход мыслей;
  a train of misfortunes цепь несчастий ~ шлейф (платья) ;
  хвост (павлина, кометы)
  ~ наводить (орудие, объектив и т. п.) ;
  train down сбавлять вес специальной тренировкой
  ~ тренировать(ся) ;
  to train for races готовиться к скачкам
  ~ цепь, ряд (событий, мыслей) ;
  train of thought ход мыслей;
  a train of misfortunes цепь несчастий
  ~ цепь, ряд (событий, мыслей) ;
  train of thought ход мыслей;
  a train of misfortunes цепь несчастий ~ of thought ход мыслей
  ~ поезд, состав;
  by train поездом;
  mixed train товаро-пассажирский поезд;
  goods train товарный поезд;
  up train поезд, идущий в Лондон up: ~ направляющийся в крупный центр или на север( особ. о поезде) ;
  up train поезд, идущий в Лондон или большой город
  down ~ поезд, идущий из Лондона;
  wild train поезд, идущий не по расписанию

  Большой англо-русский и русско-английский словарь > train

• 18
  freight shaker
  
  

  Универсальный англо-русский словарь > freight shaker

• 19
  sleeper space
  
  

  (вариант, при котором рабочая зона пространственно объединена с зоной отдыха и условно разделена лишь виниловыми занавесками. Характерно для машин типа Freightliner FLD 120 70”)

  Англо-русский универсальный дополнительный практический переводческий словарь И. Мостицкого > sleeper space

• 20
  National Freight Corporation
  
  

  [,næʃənl’freɪt,kɔːpə,reɪʃən]

  Национа́льная корпора́ция грузовы́х перево́зок ]. Создана в 1968. Ликвидирована в 1981 при приватизации; см. тж. Transport Holding Company)

  English-Russian Great Britain dictionary (Великобритания. Лингвострановедческий словарь) > National Freight Corporation

История автомобильной компании Freghtliner началась в 1929 году, когда Лиленд Джеймс (Leland James) основал в Портленде, штат Орегон, небольшую транспортную фирму “Консолидейтед Фрейт Лайнз” (Consolidated Freight Lines) для обслуживания десяти западных штатов страны. С 1937 г. на фирме начали переделывать стандартные грузовые шасси, устанавливая на них облегченные алюминиевые кабины над двигателем. В 1939 г. компанию переименовали в “Консолидейтед Фрейтуейз” (Consolidated Freightways), а в январе следующего года она создала в Солт-Лейк-Сити свое производственное отделение “Фрейтуэйз Мэньюфекчуринг” (Freightways Manufacturing). Где к августу 1940 г. собрали первые 10 бескапотных грузовиков “Фрейтуэйз-100”.

В декабре 1940 г. часть машин получила марку “Фрейт-Лайнер”, а с середины 1941 г. ее заменили на “Фрейтлайнер”. До начала 1942 года предприятие выпускало для своих нужд практически одинаковые бескапотные грузовики серий “100”, “400” и “600” с алюминиевой кабиной. Затем перешли на изготовление частей военных самолетов, а после войны этот завод был закрыт. 19 августа 1942 в Портленде была основана новая компания “Фрейтлайнер Корпорэйшн” (Freightliner Corporation), но лишь 2 января 1947 г. она начала сборку моделей серии “600” со стальной кабиной. В том же году появилась 5-ти тонная серия “800” с дизелями “Буда” (Buda) или “Геркулес” (Hercules) мощностью 240-262 л.с., основной 4-х ступенчатой и дополнительной 3-х ступенчатой коробками передач “Фуллер” (Fuller), мостами “Тимкен” (Timken), алюминиевой кабиной и деталями из легких сплавов. С октября началось производство “полностью алюминиевой” модели “L-89” с 275-сильным мотором “Камминс” (Cummins).

К этому времени на фирме трудилось 62 человека, собиравших 40-60 машин в год. С 1950 году в производство пошла серия “900” со спальной кабиной и 10-ти ступенчатой коробкой, имевшая большой успех на дальних перевозках. Конструктивно все автомобили были почти одинаковыми. Внешне они различались решеткой радиатора и длиной выдвинутой передней панели кабины. С 1949 на шасси “600” началось изготовление первых капотных грузовиков “Конвеншэнл” (Conventional) 6×4.

Подписанное с компанией “Уайт” (White) в 1951 году соглашение о взаимном сбыте и обслуживании грузовиков переросло в контракт о приобретении всей фирмы “Фрейтлайнер”. Это позволило построить в Портленде новый завод, где в 1952 г. собрали свыше 250 новых облегченных бескапотных дизельных грузовиков “Уайт-Фрейтлайнер” (модели “WF42” 4×2 и “WF64” 6×4). В 1953 г. появились машины с более плоской передней стенкой кабины: грузовик “WF-4864 Спейсмейкер” (Spacemaker) 6×4 с горизонтальным дизелем “Камминс”, помещенным под рамой, и тягач “WF-5844” (4×4) с короткой откидывающейся кабиной. Через год программу возглавил тягач “WF-7564” (6×4) с двигателем мощностью 250-325 л.с., у которого расстояние от кромки бампера до задней стенки кабины или спального отсека (параметр “ВВС”) возросло с 1220 до 1900 мм.. Менее мощные и тяжелые варианты носили индексы “WF-6342” (4×2) и “WF-6364” (6×4). В 1958 г. их развитием стал тягач “WF-8164T” с мотором в 325-450 л.с. и откидывающейся кабиной с плоским лобовым стеклом. На введенном в строй в 1960 г. калифорнийском заводе в Помоне начался выпуск модели “WFT-7242” (4×2) с наиболее комфортабельной кабиной длиной 1830 мм.

В 60-е гг. главный завод в Портленде неоднократно расширялся, было построено новое предприятие в Индианаполисе, открыто канадское отделение близ Ванкувера. Это позволило в 1961-66 гг. увеличить ежегодные продажи с 1242 до 6500 автомобилей и довести число занятых до 2400 человек. Тогда же появились самые тяжелые и мощные автомобили “Фрейтлайнер”, в том числе 50-ти тонные грузовики серии “Шугар Лайнер” (Sugar Liner) 6×6 для перевозки сахарного тростника на Гавайях, способные передвигаться со скоростью 0,5 км/ч; дорожные тягачи “Турбо Лайнер” (Turbo Liner) с 450-сильной газовой турбиной “Боинг” (Boeing) и автоматической коробкой передач, тяжелые строительные шасси с 1-но местной кабиной.

Серию бескапотных автомобилей в 1973 г. возглавил один из крупнейших тягачей своего времени – 500-сильный “Пауэрлайнер WFP-7564T” (Powerliner) 6×4 с кабиной длиной 2440 мм.. В 1974 г. начался серийный выпуск капотного магистрального тягача “WTF-8164 Лонг Конвеншэнл” (Long Conventional) 6×4 со спальным отсеком за кабиной. К этому времени разразился энергетический кризис, появились новые жесткие технические требования к тяжелым машинам. “Уайт”, больше занятый своими проблемами, ослабил контроль за составлявшими его “Большую четверку” фирмами, и в результате “Фрейтлайнер” в декабре 1975 г. в одностороннем порядке прервал действие контракта с “Уайтом”. В апреле 1976 г. автомобилям возвратили марку “Фрейтлайнер”, а прежний буквенный индекс “WF” был заменен на “FL”.

Официальный развод “Фрейтлайнера” с “Уайтом” состоялся лишь 8 декабря 1977 г. За этот короткий период самостоятельной деятельности “Фрейтлайнер” изменил внешний вид всех грузовиков, внедрил кабины для низкорамных шасси, подписал со шведским концерном “Вольво” (Volvo) соглашение о совместных продажах в США, ввел в строй еще один завод в Маунт-Холли, штат Северная Каролина. В результате в 1978 г. было продано 13577 автомобилей, а штат фирмы достиг 6 тыс. человек. 5 мая 1980 г. “Фрейтлайнер” неожиданно подписал контракт с немецким концерном “Даймлер-Бенц” (Daimler-Benz), став его американским филиалом.

Первое время это сотрудничество продвигалось с огромным трудом. Организация сборки в США грузовых автомобилей “Мерседес-Бенц” (Mercedes-Benz) среднего класса позволила довести объем производства 1983 года до 12 тысяч машин. Первым результатом совместной работы стала представленная в 1985 г. новая капотная серия грузовиков и магистральных тягачей “FLC112” (4×2/6×4) со сдвинутым назад передним мостом, новой стальной кабиной и 1,5-метровым спальным отсеком. С 1986 г. выпускалось шасси “FLC112SD” для тяжелых работ. Через год на нем впервые установили антиблокировочную систему (АБС). Новое семейство имело столь большой успех, что в 1987 г. объем производства вырос до 27 тыс. грузовиков. В 1989 году была представлена вторая гамма “FLD120 Конвеншэнл” (4×2/6×4) с алюминиевой кабиной, форма которой с апреля 1988 г. оттачивалась в аэродинамической трубе компании “Мерседес-Бенц”. Ее классическим вариантом стал “FLD120 Классик XL” (Classic) с прямоугольным капотом. В конце 90-х гг. он предлагался в 600-сильном варианте “FLD132” со спальным отсеком длиной 2,1 м.

В 1990 г. появилась короткобазовая гамма “FLD112”, которую вскоре стали собирать в Австралии. Цифровые индексы в обозначениях новых семейств отражали параметр “ВВС” в дюймах. В последующие годы базовые модели для работы в составе автопоездов полной массой 36,3-90 т. предлагались с дизелями мощностью 278-600 л.с., коробками с числом передач 5-16, электронными контрольными системами и АБС, подушками безопасности, спальными отсеками длиной до 1778 мм. и параметром “ВВС” в пределах 3073-5260 миллиметров. В марте 1991 г. состоялась презентация “малой” капотной серии “Бизнесе Класс” (Business Class) для местных перевозок полной массой от 7,3-15 тонн (модели от “Т150” до “FL80”). С1995 г. выпускались более тяжелые модели “FL106” и “FL112” (4×2/6×4) полной массой до 28 тонн. В целом серия “FL” комплектуется двигателями мощностью 162-460 л.с., включая бензиновые “Додж” (Dodge), и коробками с числом передач от 5 – до 15, в том числе автоматическими.

Разрабатывавшийся с 1989 года новый бескапотный магистральный тягач с алюминиевой откидывающейся кабиной предлагался с 1993 под индексом “FLB” (6×4). Он был рассчитан на автопоезда полной массой до 63,6 т., оснащался двигателями мощностью 250-500 л.с. и кабинами длиной 1600-2795 мм.. На его основе в Канаде выпускалось низкорамное строительное шасси “FLL” (6×4/8×4), которое позднее получило марку “Кондор” (Condor). В 1995 г. был представлен капотный тягач повышенной комфортабельности и безопасности “Сенчури Класс” (Century Class) в вариантах “С-112” и “С-120” с 6-ти цилиндровым 12-ти литровым дизелем в 300-525 л.с., пневматической подвеской, лазерным дальномером, кабинами высотой 1740 мм. и вместительными спальными отсеками.

Развитием этой гаммы в 2000 г. стали магистральные тягачи серий “Коламбия” (Columbia) и “Коронадо” (Coronado) 6×4 со смелыми “аэродинамическими” формами оперения, миндалевидными или четырьмя круглыми фарами, несколькими типами вместительных спальных отсеков. На них устанавливаются дизели мощностью до 600 л.с., 13-ти ступенчатая коробка передач с электронным управлением, алюминиевые кабины и стекло-пластиковое оперение. С 1998 года вместо серии “FLB” выпускаются комфортабельные бескапотные тягачи “Аргэси” (Argosy) 6×4 с моторами в 300-600 л.с. и кабинами разного объема.

Бурное развитие компании “Фрейтлайнер” связывают прежде всего с вхождением его главного европейского партнера в международную корпорацию “Даймлер-Крайслер” (Daimler Chrysler). К концу XX века “Фрейтлайнер”, ежегодно изготовляя 84-97 тысяч тяжелых грузовиков и автобусных шасси, вышел на второе место в США, а также смог приобрести грузовое отделение концерна “Форд” (Ford), переименованное в “Стерлинг” (Sterling), и фирму “Американ ЛаФранс” (American LaFrance), крупного изготовителя пожарных машин. В августе 2000 года “Фрейтлайнер” выкупил также канадскую компанию “Вестерн Стар” (Western Star), выпускающую тяжелые грузовики. Компания “Фрейтлайнер” – феномен в американском грузовом автомобилестроении. За более чем полувековую историю она постоянно находилась под опекой крупных монополий и всего лишь около 10 лет оставалась независимой, что не помешало ей превратиться из региональной транспортной фирмы в одного из мировых лидеров в области тяжелых грузовиков и магистральных тягачей.

©. Фотографии взяты из общедоступных источников.

Фредлайнер – грузовик с большими возможностями и внушительным потенциалом. Компания-производитель имеет богатый опыт работы в сегменте тяжелого транспорта. Добиться высоких результатов к сегодняшнему дню едва ли удалось бы, если в 30-х годах прошлого века под именем компании не были собраны ведущие конструкторы Америки. В то время основной задачей специалистов стояло создание грузовика для эффективного решения профессиональных задач по грузоперевозкам различных грузов. Назначением машин были поездки в тяжелых дорожных условиях.

Как все начиналось?

Новый бренд тяжеловесных грузовиков Freightliner появился в 1942 году, когда компания впервые официально заявила о себе как о производителе тягачей. Модель Columbia представляет собой яркого представителя грузовых машин рассматриваемой линейки. Машины Freightliner получили широкое распространение не только в Северной Америке – весь мир эффективно использует функциональные возможности брендовых грузовиков.

Во многом успех предприятия обеспечен благодаря системе EGR, с помощью которой удается регулировать циркуляцию выхлопных газов, экономичность и аэродинамическую форму. За счет этого улучшается полезная нагрузка транспортного средства. На территории России рассматриваемый автомобиль встречается все чаще: официальные продажи грузовика начаты в 2004 года.

Популярность машин на отечественных дорогах вызвана массой присущих им достоинств, к которым относятся:

• Повышенная комфортабельность
• Эргономичность
• Качество сборки
• Эксплуатационная надежность
• Экономичность обслуживания фуры
• Отличная обзорность из кабины
• Удобное расположение приборов

Ежегодно компании удается собирать более 100 000 грузовиков марки Freightliner, благодаря чему утолять экспортные потребности нужным количеством машин. Основным классом грузовиков являются тягачи с тоннажем в пределах 4 – 41 тонн. Фрейтлайнер охватывает 6 классов автомобилей, при этом на самый высокий класс, 8, приходится около 30% производимых транспортных средств.

Модельный ряд

Комфорт, превосходные технические характеристики, эксплуатационная надежность – лишь часть достоинств американского тягача. Сегодня с конвейера завода сходят десятки моделей и модификаций Freightliner, среди которых:

• Columbia
• Century
• Фредлайнер Аргоси
• Classic XL
• Coronado
• FL
• Cascadia

С каждой из моделей Freightliner стоит познакомиться ближе.

Columbia

Columbia — настоящая американская классика, отличающаяся в своем сегменте благодаря повышенной надежности, комфортабельности и привлекательности. Аэродинамические выверенная кабина оказывает положительное влияние на экономичность обслуживания машины. На всех фредах, включая рассматриваемую модель, установлены просторные кабины с удобным внутренним пространством.

Кабина – особая тема для разговоров, поскольку производитель предусмотрел 7 модификаций нового салона, как со спальным местом, так и без него. Модельный ряд подобно другим творениям компании обеспечивает водителю полноценное удобство во время дальней рабочей поездки. В рейсе фура ощущается как настоящий дом. Кабина имеет превосходную звукоизоляцию, а климат-контроль не позволит дальнобойщику мерзнуть зимой или страдать из-за жары летом. Сама кабина производится из высококачественного цельного алюминия, что положительно сказывается на весе машины.

Century

Модель Century представляет собой седельный тягач, предназначенный для дальномагистральных перевозок. Основные преимущества, бросающиеся в глаза покупателю, — высокая производительность, повышенная безопасность и высокотехнологичность. Использование легких и прочных композитных материалов позволило инженерам компании сделать массу кабины минимальной, вместе с тем увеличить полезную нагрузку, которая составила до 35 тонн.

Argosy

Бескапотная машина Argosy, несмотря на нетипичную для Америки конструкцию, прижилась на территории США. Основное назначение автомобиля – транспортировка дальномерных грузов. Угол поворота передних колес грузовика составил 50 градусов, и в этом его специфическая привлекательность – маневренность. Превосходные технические характеристики и оптимальный расход топлива открывают широкие возможности перед грузоперевозчиками.

Coronado

Комфортабельность, надежность, экономичный расход горючего наряду с высокотехнологичностью дают модели Coronado явное лидерство среди аналогов. Интеллектуальные системы контроля и управления, современное оборудование приходятся полезными в дальней дороге. Модель отличается повышенной мощностью, что во многом обеспеченно благодаря 625-сильному мотору.

FL

Версия FL является лидером массовых продаж предприятия-изготовителя. Серия тягачей имеет несколько модификаций, оборудованных соответственно разными двигателями. Мощность силовых агрегатов колеблется в пределах 161-332 л. с. Рассматриваемый тягач помогает решать различные задачи, затрагивающие грузоперевозки. Машина универсальная, а поэтому пользуется широким спросом среди компаний.

Cascadia

Cascadia – наиболее современная модель марки, производимая на новой платформе. Двигатель мощностью в 455 л. с. годится для реализации разных целей. Изначально машина предназначалась для американских дорог, однако впоследствии обрела популярность и в Европе. Комфортабельность, надежность, безопасность и другие качества не обошли стороной рассматриваемую модель.

Заключение

Американским Детройтом, а точнее выражаясь, новинками автосалона, по-прежнему удается удивлять грузоперевозчиков и экспертов по всему миру. Сниженный расход бензина, дизельного топлива всегда положительно сказывается на имидже производителя, его репутации. Более того, экономия топлива выгодно характеризует тягачи, кода ими интересуются перевозчики.

Грузовик марки Фредлайнер имеет простое назначение, способна справляться с различными задачами. Благодаря комфорту, характеристикам, надежности и безопасности автомобиль-символ Америки оставляет за собой право называться одним из лучших грузовиков в мире. Машина ездит по дорогам Северной и Южной Америк, Австралии, Новой Зеландии, Африки, Европы, а также по отечественным трассам.