Freightliner Trucks

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Freightliner Trucks
Daimler Trucks North America, LLC
TypeDivision of Daimler AG (Daimler Trucks North America)
IndustryHeavy Truck and Chassis Manufacturer
Founded1942 (as Freightliner Inc)
HeadquartersPortland, Oregon, USA
Key peopleMartin Daum, President, CEO
Juergen Kritschgau, CFO, Finance and Control
Roger M. Nielsen, COO
ProductsSee complete products listing
RevenueIncrease$32.294 billion USD (2006)
Operating incomeIncrease$3.014 billion USD (2006)
Net incomeIncrease$1.806 billion USD (2006)
EmployeesApproximately 24,000 (2007)
ParentDaimler AG
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Freightliner Trucks
Daimler Trucks North America, LLC
TypeDivision of Daimler AG (Daimler Trucks North America)
IndustryHeavy Truck and Chassis Manufacturer
Founded1942 (as Freightliner Inc)
HeadquartersPortland, Oregon, USA
Key peopleMartin Daum, President, CEO
Juergen Kritschgau, CFO, Finance and Control
Roger M. Nielsen, COO
ProductsSee complete products listing
RevenueIncrease$32.294 billion USD (2006)
Operating incomeIncrease$3.014 billion USD (2006)
Net incomeIncrease$1.806 billion USD (2006)
EmployeesApproximately 24,000 (2007)
ParentDaimler AG
SNC Century
Freightliner Coca Cola Christmas Truck, November 09, Essen, Germany

Freightliner Trucks is an American manufacturer of heavy duty trucks, chassis and semi-trailer trucks in the United States. The company was founded as Freightliner Inc in 1942 and is now a division of Daimler Trucks North America, a subsidiary of the German Daimler AG.[1] The company is known mainly for the heavy duty class 8 diesel trucks it produces, as well as classes 5-7 trucks.

As of 2005, Freightliner is the largest manufacturer of heavy duty trucks in North America with annual revenue of over $32 billion (2012 est.) and over 24,000 employees (including Detroit Diesel). Because Freightliner LLC is a wholly owned subsidiary of Daimler, a non-American corporation, it is not included in Fortune 500 rankings. It is comparable to the 125th largest company in those rankings based on the criteria used.



Early years

In the 1930s, Consolidated Freightways decided to produce their own truck line from reconstructed Fageols, after finding most heavy trucks had insufficient power to climb the steep grades in the mountain regions of the western United States. The trucks were branded "Freightliners", with the first units produced in Consolidated Freightways' maintenance facility in Salt Lake City around 1942. After production was interrupted during WWII, manufacturing began again, in CF's home of Portland, OR. In 1949, the first truck sold outside of Consolidated Freightways went to forklift manufacturer Hyster, also based in Portland. Today, that truck is in the Smithsonian collection in Washington, D.C.[2]

Lacking distribution capability, and seeking higher volume to reduce production costs, CF entered into an agreement in 1951 to sell their trucks through the White Motor Company, of Cleveland, OH, and their dealer network in the US and Canada. This relationship endured for the next quarter century, and the co-branded "White Freightliner" cab-over-engine models (COE) became a familiar sight on the highways across the continent.


Manufacturing began in Burnaby, B.C., in 1961, to reduce the duty penalty on the complete vehicles sold in Canada. Assembly plants in Indianapolis and Chino, California complemented the main plant on Swan Island in Portland, serving the U.S. market. In 1969, a new assembly plant was opened on North Basin St., which was then converted to parts production.


White Motor Company became troubled in the 1970s. Expansion into white goods 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 U.S. 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 protective shield of regulated carriage that protected carriers from competition, allowing much needed competition.

1980s: Daimler-Benz takes over

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. Consolidated Freightways continued carrier business until 2002, when it ceased operation on Labor Day weekend.

In 1989, Freightliner acquired a standing plant in Cleveland, North Carolina, near Statesville, that had been producing transit buses for German manufacturer MAN.


Freightliner from the late 1990s

In 1991, the company displaced a poor-selling line of Mercedes-Benz medium-duty vehicles with an all-new range of medium duty trucks designed for North America that the company called the Business Class. Sharing some cab components with the Mercedes-Benz LKN mid-range European cabover, the truck was a conventional design, which was the first all-new entry in the medium-duty market in over a decade. It proved quite successful.

Another pronounced downturn in the industry's fortunes necessitated drastic measures to restore the company to financial health, and Dr Dieter Zetsche, now the Chairman of Daimler's Board Of Management, was dispatched to lead the project as CEO. The Burnaby assembly plant was closed, a new facility in St. Thomas, Ontario, replaced it, and cost reduction programs across the company restored profitability when the market rebounded.

Significantly, production of Freightliners also commenced in Santiago Tianguistenco, Mexico, about 30 miles (48 km) outside Mexico City, in a plant owned by Daimler-Benz. It also was producing, at that time, buses, Brazilian-sourced medium-duty trucks, and compact Mercedes-Benz passenger cars.

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. Freightliner made numerous acquisitions:

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, a 130 year-old manufacturer of fire apparatus was purchased; it was Mr. Hebe's first employer. LaFrance had fallen on hard times and was moribund at the time of the acquisition.

1997 - The heavy duty truck ("AeroMax") products of the Ford Motor Co. were acquired, and renamed Sterling (from an early White Motors brand). Ford dedicated its Louisville, KY, facility to more profitable light truck production

1998 - Thomas Built Buses, of High Point, NC, was bought; it was producer of all classes of school bus bodies, and forward control chassis.

2000 - 2007

A custom tanker truck, built on a 2004 Freightliner chassis
A Freightliner bus in Gómez Palacio, Durango

2000 - Western Star Trucks, Inc., the successor to the White Motor Co. of Canada, and its assembly plants in Kelowna, BC, and Ladson, SC were acquired.

2000 - Detroit Diesel Corp., Redford, MI, the former General Motors subsidiary had been revived by Roger Penske and was attractive to DaimlerChrysler as a point of entry into the North American heavy-duty diesel industry. This company was actually acquired by another unit of DaimlerChrysler, but operations were gradually integrated into Freightliner.

Throughout this era, a number of small fire and rescue apparatus manufacturers were acquired and rolled into the American LaFrance entity.

By 2001, the company was awash in used trucks it could not sell, and saddled with a number of poor-performing operations at a time when the core business, still the Freightliner over-the-road truck offerings, was in recession. Former Freightliner CFO Rainer Schmueckle was dispatched by DaimlerChrysler to once again turn the company around. The Kelowna Western Star plant was closed, as was a Thomasbuilt facility in Woodstock, Ontario and parts manufacturing at the old Portland plant was discontinued. American LaFrance production was consolidated in the former Western Star plant in Ladson, SC, but the attempt to integrate specialized emergency vehicles into a company noted for high volume production capabilities proved unworkable, and American LaFrance was sold in 2005 to a private equity fund.[citation needed]

2007 - Present

2010 Freightliner CL Columbia
2012 Freightliner M2 Business Class Crew Cab

On April 2, 2007, the Strike Committee of United Auto Workers (UAW) Local 3520 called for a strike at the Freightliner Trucks' assembly plant in Cleveland, North Carolina. This strike lasted only one day, but because the UAW declared the strike unofficial, it was considered a wildcat strike action, resulting in the firing of 700 employees. Nearly all these were at length allowed back to work, six remained terminated for about a week, but five (known as the "Cleveland Five" or "Freightliner Five") remain terminated.

Also in 2007, Freightliner laid off 800 US workers from its Portland, Oregon plant, relocating manufacturing work to a new multimillion-dollar plant in Mexico. However, plans to close the plant completely were dropped in September 2009, and it remained open to produce military vehicles and Westernstar Truck's.[3]

After DaimlerChrysler sold the Chrysler division and changed its name to Daimler AG in 2007, it was announced Freightliner LLC would be renamed to Daimler Trucks North America, LLC on January 7, 2008.

Today, Freightliner remains active in heavy-duty trucks, and in commercial vehicles in classes 5 through 8 in North America. It leads the diesel Class A recreational vehicle chassis and walk-in van markets. Its Detroit Diesel and Mercedes-Benz engine offerings are also industry leaders.[citation needed] The Freightliner badge also adorns the Sprinter, a Class 2 van produced by Mercedes-Benz in Europe and marketed through Freightliner dealers, as well as through Chrysler dealers as a Dodge-branded offering.

Tesla Motors is supplying battery packs for Freightliner's Custom Chassis Electric Van.[4]

On January 12, 2012, Freightliner announced plans to hire 1200 second-shift workers by the end of the year at its Cleveland plant, the company's largest U.S. truck plant, with nearly 500 employees. Most of those would be people who were laid off when the second shift was dropped in 2009. The reason was increased demand for Cascadia trucks, of which twice as many would be made by October 2012. One-fifth of the plant's output, which also included Columbia and Argosy went to South Africa, Australia and New Zealand.[5] By September only 550 of the workers had returned to the plant, and 173 others not recalled had lost their seniority.[6]


Business Class M2

  • Business Class M2e Hybrid
  • Business Class M2 106
  • Business Class M2 112
  • Business Class M2 106V
  • Business Class M2 112V
  • C2 (bus chassis)

Cabover Engine semi-trailer cab
Cascadia (code named P3)
Century Class

  • Century C120
  • Century Class S/T (code named P2)

CL 120 64 ST
Classic Series

  • Classic
  • Classic XL


  • Coronado SD


  • FL
  • FL 112
  • FL 50
  • FL 60
  • FL 70
  • FL 80


  • FLA
  • FLA 104
  • FLA 104 64
  • FLA 75
  • FLA 7542T
  • FLA 8662
  • FLA 8664T
  • FLA 9664
  • FLA 9664T


  • FLB
  • FLB 100 42T
  • FLB 104 64
  • FLB 9664


  • FLC
  • FLC 112
  • FLC 112 62 ST
  • FLC 120
  • FLC 120 64
  • FLC 120 64 T


  • 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


  • FLT
  • FLT 6442
  • FLT 9664
  • FLT 7564


Freightliner Sprinter
Step Van

  • Step Van MT-45
  • Step Van MT-55


See also


External links