Peterbilt Trucks

1980s

 

1980 Peterbilt 397 (largest Peterbilt ever built)

 

Peterbilt 362 COE

 

Peterbilt 379

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

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

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

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

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

1990s

 

Peterbilt 200 Mid-Ranger COE

 

Peterbilt 385 (short-hood 377)

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

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

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

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

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

2000s

 

Peterbilt 210 (first generation)

 

Peterbilt 387

 

Peterbilt 389

 

Peterbilt 330 (pre-facelift)

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

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

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

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

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

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

2010s

 

Peterbilt 579

 

Peterbilt 220 (second generation)

 

Peterbilt 335

 

Peterbilt 520 LA Sanitation trash truck

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

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

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