Background Peterbilt was born out of the Pacific Northwest
logging industry. In the first third of the 20th century, transporting logs remained time-consuming, primarily moved by
steam tractors,
horse teams, rail, and water. T.A. Peterman was a lumberman located in Tacoma, Washington, seeking to modernize log shipment to lumber mills to manufacture plywood. In 1934, Peterman acquired 30,000 acres of forestland in
Morton, Washington; instead of using railroads, he built roads and acquired a fleet of trucks, purchasing
White Motor Company trucks surplused by the U.S. Army. For logging use, the former military vehicles underwent several refurbishments and modifications; along with upgrades to their durability, the trucks underwent a degree of modernization, notably replacing hand cranks with electric starters. initially planning to develop chain-drive trucks for the logging industry, the company transitioned towards vehicles intended towards highway freight transport. In a tradition that would last for the next 40 years, the company would designate single rear-axle trucks with model numbers starting with 2; tandem rear-axle trucks started with 3. Through the end of the year, Peterbilt produced 16 vehicles; the first Peterbilt was a fire truck chassis built for Centerville (now Fremont), California. During 1947, Ida Peterman sold Peterbilt Motors Company to a group of company managers and investors for $450,000; In 1965, Peterbilt introduced the Model 358, largely replacing the 351 (which remained in production). The first Peterbilt conventional with a tilting hood, the 288/358 replaced a fixed radiator (and grille shutters) with a grille surround attached to the aluminum hood (a fiberglass hood was added as an option in 1972 As part of a revision to the cab design, the 282/352 COE adopted the name "Pacemaker".
1970s In 1970, the Model 348 was introduced, gradually replacing the 341 (remaining until 1972). Intended for vocational use, the 348 was the first Peterbilt designed with an angled fiberglass hood; the 349 was similar in configuration, designed with a larger grille. After a 22-year model run, the 281/351 was retired for 1976. Replaced by the 358 and 359 as the Peterbilt highway tractor over a decade earlier, the 351 had continued production as a heavy-duty truck built primarily for vocational use; in the early 1970s, its cycle-style fenders were replaced by flat steel fenders. 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; Peterbilt opened its third manufacturing facility in the United States, located in
Denton, Texas, in the northern
Dallas-Fort Worth suburbs; 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. While trailing other manufacturers by several years, Peterbilt began offering raised-roof sleeper cabs as an option for the 359.), the Mid-Ranger was fitted with American drivetrain components; PACCAR marketed the vehicle through both Kenworth and Peterbilt. In 1997, PACCAR chose to redevelop its Canadian operations, demolishing the facility in 1997 to rebuild an all-new assembly facility in 1999. Replacing the Mid-Ranger, the 210/220 was derived from the
DAF LF (coinciding with the PACCAR acquisition of Dutch manufacturer
DAF); as with the Mid-Ranger, the design was adapted to an American-sourced powertrain. In 1999, the Model 387 was introduced, serving as the indirect successor to the 377 (alongside the 385). Completely unrelated to the namesake 1976-1987 heavy-duty truck, the 1999 387 was an aerodynamically enhanced highway tractor. Sharing its cab structure with the Kenworth T2000 (the first all-new cab design since 1972), the 387 used its own chassis and hood design.
2000s In 2000, Peterbilt introduced the Model 330, its first medium-duty conventional-cab truck. Manufactured by the all-new facility in Sainte-Thérèse, 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). 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. 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.
2010s In 2010, the Model 587 was introduced as a wide-cab aerodynamic tractor, serving as the successor of the 387. Sharing its cab structure with the Kenworth T700, the 587 (the first Peterbilt with a "5" model designation) adopted a sharper-edged hood from its predecessor, achieving improvements in aerodynamics, forward visibility, and lighting. 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. In 2012, the Model 579 was introduced as the Peterbilt wide-cab aerodynamic tractor. Replacing the 587 (which remained in production), the 579 served as the flagship model line alongside the "traditional" 389. Debuting an all-new cab design (no longer shared with Kenworth), the 579 improved outward visibility (by removing vent windows), further improved aerodynamics (with redesigned body skirting and optimized under-body design), and improved serviceability. Sharing its size and functionality with the 367, the 567 adopted the newer cab design of the 579 (fitting it with the headlamps from the 389). Initially offered with a set-back front axle; a set-forward front axle was also introduced in 2015. In 2014, to commemorate 75 years of production, Peterbilt released a 75th Anniversary Edition of the Model 579, which was painted with a two-tone exterior and a matching interior. The Class 7 Model 220 underwent a redesign (the Class 6 210 was dropped), again mating a DAF LF cab (which underwent a redesign in 2013) to a Peterbilt-sourced cab and drivetrain. In 2015, the company introduced its first medium-duty trucks fueled by compressed natural gas (CNG), offering it as an option for the 337 and 348. The Model 388 was redesignated, becoming the shorter-length (123-inch) version of the 389. In 2016, the Model 520 was introduced, replacing the Model 320 after 29 years of production. While nearly visually identical to its predecessor (adding larger windshield wipers and optional LED headlamps), the refuse-collection functionality of the 520 was upgraded, allowing drivers to drive the vehicle sitting or standing from either side of the cab. In 2018, Peterbilt began testing on its first electric vehicle prototypes, building 12 579s and 3 520s with all-electric powertrains.
2020s In 2021, Peterbilt commenced production of three all-electric model lines, launching the Class 8
579EV tractor, Class 8 520EV low-cab COE, and the Class 7 220EV COE. The medium-duty model line underwent a complete redesign, as the 325, 330, 337, and 348 were discontinued. Adopting the larger cab of the 567 and 579, the Class 5-7 Model 535, 536, 537, and 548 also introduced the rebranding of several PACCAR drivetrain and suspension components. In 2023, the Model 589 flagship conventional was introduced as the successor of the 389. Sharing the same chassis as its predecessor, the 589 adopted the wider 2.1M cab of the 579, 567, and Peterbilt medium-duty trucks. In contrast to the sloped hood of the 567, the 589 retains the flat hood of its predecessor (updated to accommodate the different cab design). During 2024, Peterbilt produced the final Model 389, ending the 57-year production of the 359/379/389 family and retiring the Peterbilt 300-series altogether (which dated to 1939). == Models ==