MCI - Motor Coach Industries - Fort Garry Motor Body Co. - 1920s-present - Winnepeg, Manitoba, Canada
   

(1) Fort Garry Motor Body Co. Winnipeg Man. 1937-1942

(2) Motor Coach Industries, Winnipeg, Man. 1942 to date

(3) Motor Coach Industries, Pembina, N.D. 1963 to date

An established maker of truck and bus bodies in Winnipeg, the Fort Garry Motor Body Co. made its first few complete buses to meet the special needs of operators in western Canada, where gravel roads and severe weather combined to place unusual demands on buses. They mostly had front-mounted International engines. Yellow Coach (U.S.) styling was copied for five buses built in 1938. Then in 1940 the Greyhound Corp. expanded across the border and acquired two large operating companies: 22 more Fort Garry buses were soon purchased for their major lines.

After World War II bus traffic grew rapidly, and the company, by then renamed Motor Coach Industries, was kept busy turning out buses as fast as it could, generally about one every other week, most of them for the Grey­hound lines in Canada. The rear-engined Courier was introduced in 1946. In 1950 Greyhound bought MCI and began to expand its plant capacity to take care of increas­ing requirements. In 1957 Greyhound Lines of Canada was formed to own MCI and the franchises within Canada.

A new system of bus model numbers was started in 1959 with the MC-1 Challenger, the first MCI type to have a distinctive pattern of slanted and straight window dividers. In 1963, after approximately 750 buses had been built since the start of Fort Garry production, an assembly plant was opened in Pembina, North Dakota, and Greyhound began filling a large share of its substan­tial annual bus requirements for U.S. routes with MCI's. (Biggest intercity operator in the nation, Greyhound had purchased bus manufacturing operations in 1930). The then current model was the MC-5, a 39-passenger 35-foot single-level bus with a Detroit Diesel 8V-71 engine and Spicer mechanical transmission. Greyhound had found that belt driven accessories were more reliable than gear drive arrangements and specified belts for all MCI pro­duction, the only real distinguishing mechanical feature compared to other U.S. intercity buses.

Approximately 2300 MC-5's and modified versions have been produced, and the type is still in production, but major route and charter carriers today prefer greater seat­ing capacity. Model MC-7 was a 47-passenger design with a tandem rear axle introduced in 1968 with the same drive train as the smaller bus; 2550 were built in, five years, half of them for Greyhound. The MC-8 was again mechanically similar but looked somewhat different and was produced between 1973 and 1978 to the total of 3000 vehicles. In 1975, because of sporadic labor trouble at the Winnipeg plant, Greyhound set up Transportation Manufacturing Corp. in Roswell, New Mexico. Here Greyhound's own buses are built from stampings produced at Winnipeg. By contrast the Pembina plant completes shells that are fabricated in Canada and supplies independent U.S. and overseas customers. Canadian orders are filled entirely at the original Winnipeg plant.

Model MC-6, of which only 100 were made, was a Greyhound experiment with a 12-cylinder Detroit Diesel engine in a bus that measured 102 inches in overall width. The U.S. standard for intercity buses is 96 inches, thou some local transit buses are 102 inches wide. A campaign to alter state laws so as to permit operation of the wider buses everywhere was not successful, and the MC-6 fleet is now concentrated in California. Some have 8V-71 engines now.

Current MCI production comprises chiefly the new MC­9, generally similar to the earlier 47-passenger types but with a new window treatment. MCI has been the largest U.S. builder of intercity buses for the past decade and makes about 40 per cent of all such buses produced in the U.S. and Canada.

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www.mcicoach.com

1930s

Motor Coach Industries traces its heritage to 1928 when founder Harry Zoltok stopped in Winnipeg, Manitoba (Canada) on his way west and decided to call the city home. He started an auto body repair shop with his partner Fred Sicinski, and on April 9, 1932 the fledging company was incorporated as Fort Garry Motor Body and Paint Works Limited. The operation was established in a 5000 square foot plant located on Fort Street in Winnipeg.

In 1933, the company built its first coach, an 11-passenger body on a Packard passenger car chassis. In 1937, the firm designed and built its own chassis and manufactured its first complete coach for Grey Goose Bus Lines in Winnipeg.

In 1939, they designed and manufactured a new transit-type coach with the windshield over the radiator. The model 150 incorporated the first use of stainless steel panels on the exterior and also featured a "pancake" engine mounted midship under the floor. Even at this early stage of development, the company was showing the commitment to creative product development that would become its trademark in the years to come.

1940s

In 1940, Fort Garry Motor Body and Paint Works was fully committed to the manufacturing of coaches, and relocated to a new 20,000 sq. foot facility on Erin Street and St. Matthews Avenue (Winnipeg, Manitoba), which is now known as "Plant One."

In the midst of World War II, on January 7th, 1941, the company changed its name to Motor Coach Industries Limited or MCI for short.

Motor Coach Industries (MCI) utilized its entire production capacity 24 hours a day to support the war effort by building Jeep trailers, boat trailers for rescue craft, army truck bodies, pontoon bridge sections, and reconditioned aircraft pontoons.

In 1942, MCI built and designed the first electric trolley bus manufactured in Canada. Model 1532 remained in active service for 25 years but, due to the scarcity of materials and excessively high import duties on traction motors at that time, it never became a regular production item.

After the war, coach manufacturing resumed, and the company diversified into producing road construction and maintenance equipment, such as road graders and trailers.

During this decade, MCI continued to expand. National Products, a subsidiary, manufactured and sold pole line hardware for the Prairie Provinces rural electrification program. National Porcelain, a sister company in Medicine Hat, Alberta, manufactured porcelain insulators to complement the pole line hardware items.

In 1949, Model 50, a 33-passenger capacity coach, was introduced as a successor to the Model 100.

1950s

The Fifties were indeed an era of diversification. MCI abandoned the road machinery business and utilized its resources and excess capacity to expand the National Products Company, establish the Alsco Windows and Doors Company, and produce custom metal fabrication for truck bodies.

The National Products Company continued to grow and expanded into the sale of ornamental street lighting poles, in addition to the original pole hardware items.

The Alsco Windows and Doors Company was set up early in the decade to service the construction and retail markets with aluminum windows and doors. In the latter part of the decade, Alsco also entered the window wall construction market with its own design.

Meanwhile, the coach division developed more sophisticated models: 85, 90, 95, 96, and the first model of the MC series of coaches. The MC-1 was a revolutionary new design. It introduced many unique features including a heating system that used the engine cooling fans, and a translucent roof that gave the coach a light and airy interior.

At this time, a 13,000 square foot $150,000 addition was made to Plant Two on Wall Street and St. Matthews Avenue (Winnipeg, Canada). This was used for manufacturing pole line hardware, and for a new power house and boilers.

In 1959, MCI sold its subsidiary National Porcelain to Medicine Hat Brick and Tile, in order to focus on building coaches. It produced 26 model MC-1 coaches and developed the prototype MCX2.

1960s

While most of us were glued to our television sets watching the Beatles on the Ed Sullivan show, the Sixties marked a period of dynamic growth and expansion for MCI with primary focus on the coach business. Early in the decade, MCI divested itself of Alsco Windows and National Products.

The company established Motor Coach Industries, Incorporated in Pembina, North Dakota on April 2, 1962 and entered the U.S. market in 1963.

MCI again developed new models: MC-2, MC-3, MC-4, MC-5, and MC-5A. Greyhound Lines, Inc. in the U.S. commissioned MCI to develop the MC-6 "Super Cruiser." This coach was truly unique and an engineering marvel. From its stainless steel frame to its 102-inch wide wheel base and V12 engine, it was renowned as the "Queen of the Highways."

Later in the decade, the company expanded its bus manufacturing capabilities with the acquisition of a 24-acre site in the Winnipeg suburb of Fort Garry, and the construction of a 134,000-sq. foot building. At the same time, a 62,000-sq. foot expansion of the original Plant Two on St. Matthews and Wall Street (Winnipeg, Manitoba) was completed together with a large expansion of the Pembina, North Dakota Plant.

By 1968, the 40-foot long, 96-inch wide MC-7 was developed, and placed in production (just before the MC-6); this brought MCI's product line to three models all being built concurrently.

The company had progressed from an annual production rate of about 50 coaches in the early Sixties, to approximately 500 units by the end of the decade.

Supporting the growth was an expanded U.S. sales force, plus the development of a strong service and parts organization upon which MCI has built a solid foundation.

1970s

The popularity of MCI coaches in the market place accelerated at a remarkable rate during the early Seventies. In 1971, a new parts distribution center opened to support U.S. customers' growing needs. This group was named Universal Coach Parts with headquarters in Des Plaines, Illinois (U.S.)., (and recently renamed MCI Service Parts).

MCI continued to expand its market arena with the first sale of coaches to Mexico and its first offshore export order of coaches to Australia, Saudia Arabia, and Taiwan orders soon followed.

In 1974, Frank Fair Industries, a plastics manufacturing company, was acquired to produce fiberglass parts and some machined items. In 1975, the Fort Garry plant expanded again to include a cold warehouse for storage and shipping of knocked down shells to Transportation Manufacturing Corporation (TMC). In 1975, MCI relocated its Canadian service parts distribution center to expanded facilities in its Fort Garry property.

New developments during the period included the introduction of the MC-5B, which was built from 1971 to 1977. The MC-7 coach model was replaced in 1973 by the introduction of the 40-foot MC-8, which had an unprecedented acceptance in the market place at that time. The Challenger series of coaches also progressed with an introduction of the MC-5C, successor to the MC-5B.

In 1978, the company developed the MC-9 Crusader II which became the best selling coach in North America.

The first MC-9 coaches boasted:

  • gear-driven oil-cooled alternators
  • new axial flow condenser fans
  • larger capacity air compressors
  • standardized matching side passenger windows which were four inches higher than on the MC-8
  • single level roof lines
  • and new design parcel racks that incorporated passenger lights and speakers
1980s

In 1980, MCI purchased a 32,000-square foot building on seven acres in Newcastle, Ontario, and set up its Eastern Canada Parts Distribution Centre.

In the early part of the Eighties, MCI discontinued production of its 35-foot model MC-5C. Concurrent with this, a capital expansion program included enlarging facilities at Fort Garry (Winnipeg, Manitoba) and Pembina (North Dakota). In place of the MC-5C assembly facilities, a second assembly line for the MC-9 was added in Fort Garry and Pembina to double the production capacity of the popular model. This development provided capacity for producing about seven MC-9 coaches a day.

In addition to its manufacturing and production capabilities, MCI maintained a full range of support activities, including:

  • new coach sales;
  • aftermarket part sales in the U.S. and Canada;
  • field service engineering;
  • research and development;
  • accounting;
  • data processing;
  • material management;
  • and quality assurance.

MCI's new appearance coaches started entering the scene in 1984 with the advent of the 40-foot 96A3. The 102A3 in 1985 and the two-axle 102A2 in 1986 followed the introduction as the first 102-inch wide coaches. The new models featured more aerodynamic styling, deeper windows, luxurious interior trim, plus numerous options and "specials" tailor-made to customers' demands.

In 1988, the 102C3 tour coach was introduced. It featured:

  • a higher roof;
  • more spacious interior;
  • fully paintable exterior surfaces;
  • and raised parcel racks, that provided greater visibility.

In 1989, MCI introduced the 102C3SS tour coach. It featured durable stainless steel below the belt line. The MCI tour coach models became the best sellers for that year, and continue to maintain a leading market share to this day.

1990s

In 1990, MCI produced a prototype of a fully accessible coach. It included a new design wheelchair lift that stored below in the baggage bay, and a fully accessible washroom.

But that was only the beginning of a series of new developments for MCI. In October of 1996, while being serenaded by the legendary musical group, The Beach Boys, at Hawaii's Ihilani Resort MCI launched its newest model, The 102EL3 Renaissance® (now the E4500). Fireworks blasted at all corners of a huge crate, whose walls fell outward to reveal a completely redesigned coach that set new industry standards. MCI became the only tour coach manufacturer to offer a 2 1/2-year warranty. The company has also won several awards for the latest in technology, design, and engineering.

Most recently, MCI previewed its J4500, G4500 and F3500 coaches which are currently available for orders.

As we reflect on MCI's rich and illustrious past, we look forward to the future with optimism, and a firm commitment to upholding MCI's leadership reputation for quality, reliability, integrity, and value.

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MCI Buses and Coaches

by John Veerkamp

Company History
In 1928 Harry Zoltok and Fred Sicinski started an auto body repair workshop in Winnipeg. Canada. On April 9, 1932 they incorporated their company as "Fort Garry Motor Body and Paint Works Ltd.". In 1933 the first coach body was built on a Packard chassis, and in 1937 the first complete coach was constructed for Grey Goose Bus Lines in Winnipeg. By the outbreak of World War II production had concentrated on coach building. On January 7, 1941, the company name was changed to Motor Coach Industries, or MCI. Bus production was halted during the war, though one trolley coach was built in 1942. Production resumed after the war and in 1945 the "Courier" rear engined coach range was introduced, with series production starting in 1946. At the same time the company expanded into other fields, such as pole line hardware and road machinery.

Western Canada Greyhound had bought Fort Garry and MCI buses since 1938, and until 1964 Canadian Greyhound was MCI's biggest customer. In 1948 Greyhound Canada bought a stake in MCI, which was gradually increased until they gained full control over MCI in 1958. The MC1 prototype was built in 1958, leading to the famous MC range of coaches, which would become Greyhound's standard coach for several decades.

From 1958 to 1963, small series of the new models named MC1 to MC4 were built, each one preceeded by an experimental coach. The culmination of these models was the MC-5 which was introduced in 1963. With this coach MCI entered the US market. MCI Inc. had been established for this purpose in Pembina, North Dakota, on April 2, 1962. The first MC-5 delivery from the new Pembina plant was Greyhound U.S. fleet number 2500 on November 15, 1963. The first MC-5 from the Winnipeg plant was sold in May, 1964.

The MC-5 35 foot coach was further developed into the very similar MC-5A and MC-5B. The MC-5C, MCI's last 35 foot coach for a long time, used the more modern MC-8 front end and was produced from 1977-1980. The MC-6 was an experimental 102" wide model of which only 100 were produced for Greyhound in 1969-1970. The MC-7, introduced in 1968, was MCI's first 40 foot 3-axle coach. This was replaced by the improved MC-8 in 1973 and the MC-9 in 1978. The MC-9 was to become MCI's best selling coach, with 9,513 built by MCI and TMC until 1990. The final MC model was the MC-12, a modernized MC-9, built on Greyhound request from 1992-1998 as the, for the time being, last 96" wide MCI model.

Demand for the MC-8 was such that a new production plant was established in Roswell, New Mexico, in 1973. Another reason for the establishment of the new plant were labor problems in the other plants around this time. The Roswell plant was incorporated as TMC, Transportation Manufacturing Corp. The MC-8 and MC-9 produced here were badged as TMC rather than MCI, but were otherwise similar to the Pembina/Winnipeg produced vehicles. Also produced in Roswell, from 1979 to 1982, was the TMC Citycruiser, a 30 foot transit model built under license from Orion. Later MCI coaches built in Roswell were simply badged as MCI.

In 1984 MCI presented its new coach model, the "A", terminating the tradition of the MC model range name. The A had a more aerodynamic styling and modern look, though used many well-proven components. It was available in 96" and 102" wide configuration and with 2 or 3 axles, named 96A2, 102A2, 96A3 and 102A3. The 102A3 soon became the most popular model. As demand for intercity coaches decreased while the market for upscale charter coaches expanded, MCI developed the slightly higher, luxury 102C3. This model also had a fully paintable exterior to give coach companies the opportunity to develop more of their own identity. As some companies preferred the stainless steel exterior, this became available as an option. In 1990, the A range was replaced by the B range, though 2-axle models were discontinued because of low demand. The 96B3 and 102B3 were similar to the corresponding A models, but included various features of the C model.

In December 1986, Greyhound Corporation sold Greyhound Lines to an investor group but retained ownership of Greyhound Lines of Canada, MCI and TMC. This meant that the ties between MCI and its traditional largest customer and basically the founder of the MC range had been severed. In January 1987, Greyhound Corporation bought the GMC transit bus manufacturing, including RTS production in Pontiac, Michigan, and Classic production in Ste Eustache, Canada. The RTS production was transferred to the TMC Roswell facility, while the Classic production continued in Ste Eustache. An additional plant for the Classic was opened in New York State.

In 1990, MCI presented its first 45-foot prototype, which went into production in 1992 as the 102DL3, after 45 foot coaches had become generally allowed in 1991. This coach soon became popular with both charter coach owners and as a long distance coach. A 40 foot version, the 102D3, replaced the B and C models in 1994.

Several changes occurred during this period. TMC stopped production of coaches and concentrated on the RTS production in 1990. To avoid confusion between Greyhound Corporation and Greyhound Lines, which were now unrelated companies, Greyhound Corporation changed its name to Dial Corporation in 1991. In 1993 the Classic bus production was sold to Nova Bus. In August 1993, Dial Corporation divested itself from the bus production and established an independent corporation, MCII or Motor Coach Industries International. Included were MCI, TMC, Custom Coach Corp. and Hausman Bus Sales, among others.

In 1994, MCII merged with Dina from Mexico. As a result, RTS production and the Roswell plant were sold to Nova Bus, and MCI started marketing the Dina Viaggio coach in the US. Towards the year 2000 the integration of the two companies intensified and the new MCI F and G models are produced in Mexico.

The latest developments in MCI are a modernization of its coach range. A new top-of-the-line hi-tech luxury 45 foot model, called the 102EL3 "Renaissance" was presented in 1996. MCII changed its model numbers in 2000, with the 102D3, 102DL3 and 102EL3 becoming the D4000, D4500 and E4500, respectively. A new 35 foot model was introduced in 2000 as the F3500, though this is basically the Mexican Dina F12 model. New MCI models currently being introduced include the G4100 and G4500 "long distance transport coaches" and the J4500 "Modern American Coach", which resembles the E4500 but is less sophisticated and less expensive. Special versions of the D series include charter coach, long distance coach, commuter coach, and inmate transport models. New Jersey Transit is currently negotiating with MCI an order for 96" wide coaches, though the exact model remains to be determined.

During the 1990's, MCI has also placed more emphasis on the custom coach market, for which Custom Coach Corp. was acquired. Special versions of the D, E and F coaches are available as custom models.

It is interesting to see that after having specialized on 40 and 45 foot 102" wide coaches, MCI is now re-entering the market for shorter, 35 foot long, and narrower, 96" wide coaches. With the current D4000, D4500, E4500, F3500, G4100, G4500 and J4500, plus the various options, MCI has a broader range of coaches in production than ever before. In its new numbering scheme, MCI has omitted H and I, to avoid confusion with the Prevost H models and to avoid confusion between 1 and I.

Coach and bus models.

Early models
 

The first complete Fort Garry built buses had front-mounted International petrol engines. In 1939, 6 buses were built using Yellow Coach styling and 22 more buses were built in 1940-1941 for Greyhound's lines in Canada. After the second world war production increased to some 50 buses per year for Greyhound, following rather closely the Yellow Coach/GMC models of the period.

The "Courier" series.
 

MCI introduced its "Courier" rear-engined coach series mid 1940's. Different models were built; initially the 100, 100A, 100B, 100C and the 200, 200A and 200B. Slight updates of those were the Courier 50, 50A, and 85, 85A and 85X. Later in the 1950's came the 90, 95, 96 and 97. The Courrier 96 was the last addition, in 1956, and was produced until 1960, after the introduction of the "MC" range. They were quite similar to the contemporary GM's PD4103 and the Flxible Clipper. The "Courier" was sold in Canada, with the exception of 5 Courier 95D that went to Greyhound New England in the US. From 1937 until the start of the MC series, Fort Garry/MCI had built some 550 coaches.

The "MC" series.

MCI will probably be remembered best for its famous MC silversided coaches that became the best selling intercity coaches ever in North America. The first MC was the MCX1, a prototype introduced in 1958. It differed substantially from previous MCI coaches but closely followed the example set by GM several years earlier. The MC1 had a length of 35 foot, stainless steel sides, slanted style windows, and air suspension. A total of 28 MC1 were built after the prototype, in 1959-1960, mainly for Greyhound Canada.

The MC-2 prototype was built in 1959, followed by 62 production coaches in 1960-1961. The MC-2 had the more powerful 6V-71 engine, air-conditioning and a slightly re-designed lower front end. The MC3, a prototype of which was built in 1961, featured a different rear end, replacing the almost "tailfin" like appearance of the MC1 and MC-2. Regular production in 1961-1963 accounted for 50 units. One MC-3 built in 1961 was called the MC-4X even though it had the same specifications, engine and wheelbase of the MC3. The "real" MC4, of which 50 were built in 1963, had a more powerful Detroit 8V-71 engine and a new 4-speed gearbox. Externally the main difference with the MC3 was a slightly longer wheelbase. In 1963 a total of 50 MC4 were built.

The first MC-5 was the MC-X5, looking identical to the MC-4. The production MC-5 can be easily distinguished from its predecessors by the 2 instead of 3 baggage compartment. With the MC-5 marketing in the US began and the assembly plant in Pembina, North Dakota, was opened. After the 1963 prototype, a total of 300 MC-5 were built in 1963/1964, a new record for MCI. Minimal changes in 1964 led to the model designation being changed to MC-5A, which can be distinguished by the rib on the baggage doors. On the MC-5 these are flat. Apart from the very first MC-5 in 1963, the MC-5A was the first MC model purchased by Greyhound in the US. A total of 1,605 MC-5A were built from 1964 through 1971. The MC-5B was introduced in 1971 and was built until 1977, with a total production figure of 350 units. The lower sales are indicative of the increased popularity of 40 foot coaches around that time. Changes from the MC-5A to the MC-5B were minimal and gradual. From 1968 midship marker lights appeared on the MC-5A. From 1975 the roof marker lights on the MC-5B changed to the rectangular model as on the MC-8.

The MC-5C was MCI's last 35 foot coach in the MC series and was produced from 1977 through 1980. It was substantially different from previous MC-5 models, incorporating much of the improvements of the MC-8 in a 35 foot model. Most notable are the MC-8 front end and the square instead of slanted windows. A total of 380 MC-5C were built, many as special orders rather than in regular production. Greyhound bought 198 for a contract in Saudi Arabia, 49 of which had a unique central exit door. After the end of the contract they were sold in the US, where they can easily be recognized by their double roof. Some of the buses had their second door removed, but others continued in service with this unusual layout.

With the introduction in the US of the MC-5 the "Challenger" name was adopted, though Canadian coaches continued to also carry the Courrier name.

The MC-6 is one of the most unusual MCI coaches. It was built specially for Greyhound to the then unusual, and in many states illegal, width of 102", and to a length of 40 feet. Two prototypes were delivered in 1967. As the time apparently was not ripe for the general change to the 102" width, and because the MC-7 40 foot coach had gone into production, the total number of MC-6 built was limited to 100, with the regular production vehicles delivered in 1969 and 1970. The MC-6 was a very unusual design with its three levels.

In 1968 MCI made the change to the 40 foot coach with the introduction of the MC-7. This 3-axle coach featured a high-level passenger area and a very obvious roof dip. It rapidly became popular and from 1968 through 1973 a total of 2,550 were produced. With the MC-7 MCI's domination of the intercity coach market in the US started.

The MC-8 replaced the MC-7 in 1973. It was produced until 1978 and became the most popular MCI model with 4,475 being produced, 3,053 by MCI and 1,422 by TMC in Roswell. It differed from the MC-7 by its less pronounced roof dip and by having the destination box behind the windscreen rather than incorporated into the roof cap. The MC-8 was also the first model produced in the new Transportation Manufacturing Corp. (TMC) plant in Roswell, New Mexico. Coaches produced here carry a TMC rather than MCI insignia, but are otherwise similar to the Pembina / Winnipeg produced ones. During its last year of production the window style was changed from the traditional slanted to the rectangular one as already used on the MC-5C. The windows remained, however, less deep than on the MC-9 and the first window retained its triangular shape, helping to distinguish these late MC-8 from the MC-9. With the MC-8, MCI also introduced a new name for its coaches: "Crusader".

The MC-9 or "Crusader 2" was a modernized version of the MC-8, recognizable by its flat roof and deeper, square windows. With 9,513 units built from 1978 until 1990 it would set a new production record. Several special versions of the MC-9 were built, with roof windows for sightseeing, with transit-type doors and with larger, roof mounted destination boxes. The largest of these became known as the "New Jersey Caps". A special development was the 2-axle MC-9, of which 5 were built by TMC and 2 by MCI. Intended for use in New York, they finally served as prototypes for the A2 models. The final MC-9 model offered in 1989/1990 was the "Special Edition", featuring a special interior and attractive price.

When Greyhound emerged from bankruptcy, it needed to replace many worn-out coaches. Rather than adopting the new MCI models and the 102" width, a model more compatible with the existing fleet was specified. This led to the development of the MC-12 (10 and 11 probably being unofficially used for other models), which incorporated much of the lower part of the new A models with the upper part of the MC-9. The coaches look very much like the MC-9, but can be distinguished by the different roof cap and the modern tail light group. Some 850 were built between 1992 and 1998. Over 800 of these were delivered to Greyhound. It was also used a prisoner transportation vehicle. When the production of the MC-12 ceased, the end had come for the MC-series introduced with the MC1, after some 3 and a half decades.

The new appearance MCIs

During late 1984 MCI introduced its re-designed coach range, called "The New MCI". The second half of the 1980's was characterized by increased competition from European imports and from Canada (Prevost) and a shift in the market from reliable intercity coaches to more luxurious charter coaches. The New MCI was MCI's, successful, answer to this challenge. While based on proven designs, the new models incorporate many detail and esthetic improvements. Among the most noticeable changes are the larger windscreen and passenger windows.

The new A models were available in four versions: 96" or 102" wide and 2- or 3-axle configurations. These were called the 96A2, 96A3, 102A2, and 102A3. Ultimately, the 102A3 proved to be the most popular. The A-series models were built until 1990, when they were replaced by the B-series.

To cater for the higher end of the coach market, MCI introduced the 102C3 coach in 1988. It offered a new interior and passenger comfort. It also was three inches higher than the A-series and boasted a fully paintable exterior. However, some operators still specified the stainless steel exterior so this became available as an option. The stainless steel was only applied to the lower part of the sides though. The 102C3 became quite popular, and was produced from 1988 through 1993. After that, it was replaced by the 102D3.

The A series was replaced by the new B (for Bus) series in 1991, but only the 96B3 and 102B3 were produced as interest in 2-axle coaches was minimal. The B series retained the height of the A-series but incorporated details of the C-series. The rather rare 96B3 retained the old front end and stainless steel on the lower part of the sides, but the 102B3 received the new model front end and fully paintable sides. Like on the 102C3, however, stainless steel sides could be specified for the 102C3.

The various options make it difficult to distinguish between a 102B3 and a 102C3. The most obvious spotting feature is the difference in height, which can be seen by looking at difference in the strip over the passenger windows. The 96A3 and 96B3 are virtually undistinguishable. Obviously, the difference between a 96 and 102-inch wide coach is not always easy to see either. The front ends on both versions are the same; the body widens between the front and the first passenger window. From the rear, the 96" coaches have no space between the motor door and the tail light cluster whereas teh 102" coaches have a three inch space here per side.

In 1990 MCI presented its first 45 foot long coach, built as a prototype fully accessible unit for the Canadian Government, based on the 102C3. After 45 foot coaches were allowed in 1991, MCI presented its new 102DL3 coach beginning in 1992. The D indicated the new series while L stands for long, indicating the increased length. Externally, the coach looks like a lengthened 102C3, but it features a new rear end and a larger engine compartment that houses more powerful engines. The 102DL3 which is still offered by MCI quickly became popular, but it is now known as the D4500. As with the 102B3 and 102C3 models, the 102DL3 exists with a fully paintable exterior. Optional stainless steel panels on the lower part of the sides are offered.

The 102D3 40 foot coach was introduced in 1994 and replaced the 102B3 and 102C3, which, with the various options, had become basically the same model. The 96" wide range was taken out of production because of the diminished interest from operators. While similar in appearance to the 102C3, with the same double strip over the passenger windows indicating its greater height, the 102D3 features the straight rear end and larger engine compartment of the 102DL3, though some 102C3 had the D rear end installed as an option. The D model has a shorter wheelbase to accomodate the longer engines. The 102D3 has been renamed D4000 since and is also still available from MCI.

The D4000 and D4500 "Classic American Coaches" are available with various specifications, as Line Haul, Charter Coach, or Commuter Coach. Interestingly, New Jersey Transit ordered a 96" wide version of the D4000, which, if built, means the re-entry of MCI into the narrow coach market.

The latest developments.

In October 1996 MCI launched a new top-of-the-line model called the "Renaissance" or 102EL3. It is a completely re-designed 45 foot exclusive model and a breakaway from the still rather squarish and functional looking A-D series. The model designation has since been changed to E4500.

The most recent developments show a further extension of the product line.

The F3500 means a return to the 35 ft coach. The F3500 is the result of the collaboration between MCI and DINA and basically is a DINA F12 coach adapted for the US market, sold as an MCI but produced in Mexico. Sales started in 2000.

The 102G3 or G4100 "long distance transport coach" was developed in close collaboration with Greyhound as a new economic and reliable long distance coach. It has much of the esthetic appeal of the Renaissance but has been designed with durability, reliability and economics in mind rather than sophistication. For an extensive test program 25 102G3 (now renamed G4100) were built, 17 of which are operated by Greyhound. At the Motorcoach Expo in Atlantic City, held in February 2001, the 45 foot G4500 was presented. As Greyhound is apparently opting for this longer coach, the G4100 may not go into regular production.

Also presented in February 2001 was the J4500 "Modern American Coach", a new luxury coach reminiscent of the Renaissance but less sophisticated and with an accordingly lower price tag.

Transit buses

While MCI is known for its coaches, the company has at various moments in its existence built transit buses, though those were normally not to MCI's own design.

The first MCI transit bus was a trolleybus "Model TRY" built for the Winnipeg Electric Railway in 1942. Though this vehicle was in operation as Winnipeg's number 1532 until the 1960's no additional units were ever built.

More important was the production of the Orion I 30 ft transit bus in the TMC Roswell factory from 1979 through 1982. A total of 848 so-called TMC City Cruiser buses were built, mainly for various US transit companies. The model was virtually identical to the Orion built buses.

In 1987 MCI acquired General Motors' bus production which included both the RTS model in the US and the Classic model in Canada. The RTS production was moved to the TMC Roswell factory in New Mexico, where RTS production continued as the TMC RTS. Production of the Classic was continued as the MCI Classic in the existing facilities in Ste. Eustache, Quebec. MCI's only new development was the introduction of an articulated version of the MCI Classic in 1992. Only small numbers of this model were sold to Halifax and Quebec.

In 1993 the Canadian MCI transit bus factory was sold to Nova Bus, who continued the production of the Classic. The TMC RTS production facilities were sold to Nova Bus late in 1994, as a result of the MCI-DINA merger. Nova Bus continued the RTS production. As a result, both the RTS and Classic models have been produced by three different companies.

Modernization of older coaches

MCI coaches' high quality makes that they have a long lifespan, many being in service for 20 to 30 years. While design differences between the MC models were rather limited, the introduction of the new A series and subsequent models made the MC series start looking outdated. To upgrade these buses, several companies, such as Bus Cap, started offering new front and rear ends to give them a more modern appearance. Not only many MC-9 have been treated like this, but also older MC-8 and even some MC-7 and MC-5. Most often the window configuration gives away the original model. Also, the windscreen tends to be less deep than on the A-D models. Greyhound rebuilt some MC-8 with MC-9 windows and a fully paintable exterior. Some rebuilding is so extensive that it becomes impossible to recognize the original model

Export

MCI's focus has always been on the North American market and export of new coaches has been limited. MCI did not make an effort to develop export models and its existing models often did not comply with regulations in other countries. A major export order was for 187 coaches for a temporary Greyhound operation in Saudi Arabia, which included 40 2-door MC-5C, though these were repatriated to the US after the end of the Greyhound contract. Other, generally small, export orders were for Australia and Taiwan, while a few MCI's can be seen in South Africa and Egypt.

Given their longevity, secondhand MCI's have become a popular export product, especially to Central America. Also, they can also be seen in Cuba, Peru, and even China and Estonia, to name but a few places.

Sources:

  • Burness, Tad. American Truck & Bus Spotter's Guide 1920-1985. 1985
  • Grams, William A.Luke & Brian. Buses of Motor Coach Industries, 1932-2000 Photo Archive. 2000
  • Miller, Denis. The Illustrated Encyclopedia of Trucks and Buses. 1982
  • Mroz, Albert. The Illustrated Encyclopedia of American Trucks and Commercial Vehicles. 1996
  • Plachno, Larry. Modern Intercity Coaches. 1997
  • Plachno, Larry. MCI Coaches from A to J. In: National Bus Trader, April 2001
  • Stauss, Ed. Encyclopedia of Buses. 1987
  • The MCI Website: www.mcimotorcoach.com

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The Fort Garry Motor Body Company was founded in 1932 in Winnipeg, Manitoba. Greyhound Lines affiliates operating in Canada began buying buses from Fort Garry in 1938. In 1940, Fort Garry was renamed Motor Coach Industries. Greyhound continued to buy most of the MCI output and in 1948 bought MCI. Some 588 parlor and sightseeing buses were built between 1937 and 1960.
     MCI originated the MC series buses in 1959. The early models, MC-1 through MC-4, were sold only in Canada and totaled 196. The MC-5 series were among the first buses assembled at Greyhound's assembly plant established at Pembina, North Dakota in 1963. During the production years, the basic MC-5 was updated with A, B, and finally C added to the basic model number. Even after the 40-foot MC-7 was introduced, the MC 5 remained in production as the 35-foot version of the popular MCI series of intercity coaches. Production quantity for the MC-5, MC-5A and MC-5B is 2,255.

The MC-5C featured a modernized front end to match the 40-foot MC-8 which was in simultaneous production.
     In 1979, over 200 special MC-5C buses were built by Greyhound under contract from Aramco in Saudi Arabia. Two versions were built, one with 44 intercity-style seats and one with 41 transit seats and two passenger doors. Modifications made for desert operation included an increase in air conditioning capacity, an oversized engine cooling system, dual air cleaners and an extra roof cover to insulate coach interiors from the action of the sun. These buses have since been returned to the U.S.

The MC-6 was MCI's and Greyhound's first experiment with a 102-inch wide intercity bus. Two prototypes were built in 1967 and production began in 1969 for a total of 100.
     Many states balked in the 1970s at providing operating approval for the buses. Fifteen of the MC-6 buses spent their entire Greyhound careers in Canada. The 85 U.S. MC-6s first operated on the East Coast, but were later sent to California to finish their Greyhound careers on the West Coast. The engines in the California buses were changed to 8V71s and the manual transmissions were changed to Allison automatics in 1977. The 15 Canadian buses retained their 12V71 engines and manual transmissions.
     Greyhound retired them in 1980 and they were sold to independent operators.
 

The MC-7, based on the shorter MC-5, was designed to replace Greyhound's Scenicruiser fleet which was averaging nearly 14 years old in 1968. The MC-7 was built concurrently with the experimental MC-6.
     During its production and Greyhound operating period, the MC-7 represented the current state of intercity coach design with three axles, 40-foot length, and a high seat platform, allowing for substantial underfloor luggage space and absence of wheel-well intrusion into the passenger floor The MC-8 and MC-9 which followed in later years did not change this configuration but rather refined some of the details and updated the styling. Some 2,550 MC-7s were delivered over six years of production.
 

The MC-8 was the first model assembled at the new Transportation Manufacturing Corporation (TMC) plant established at Roswell, New Mexico in 1974. TMC became primarily the builder of buses for Greyhound Lines while the Motor Coach Industries plant at Pembina, North Dakota, which began MC-8 production in 1973, continued to assemble buses for other operators.
     The original MC-8 had a slanted (parallelogram) window design with a wide blank panel midway which produced a seat pair on each side of the aisle with practically no window. These seats were always the last to fill up. Late in the production cycle, the window pattern was updated to eliminate the blind seats and provide larger windows to all. This same window pattern was continued in the next model, the MC-9.

MC-9
The structure, engine and driveline were unchanged from the MC-8. Window size was increased and the windshield got taller as the roof-dip over the driver of the MC-8 was eliminated.
     New Jersey Transit had 700 MC-9s built at Pembina, North Dakota for commuter services. The "Jersey Cruisers" have 49 seats, no lavatory, and 6V92TA engines. An easy spotting feature is the special destination sign built into the body similar those on transit buses. The standard MC-9 destination sign is built inside the bus; showing through the upper edge of the right windshield.
     During 1987, New Jersey Transit took delivery of 415 more MC-9s from Pembina. Over 9,000 MC-9s have been built by late 1987.
 

MCI-96 - 102A2

This is the first 40-foot MCI coach to be produced with no tag axle. For proper weight distribution, the drive axle was moved rearward 25 inches from that on the 3-axle version.

MCI-96A3 - 102A3

The 102A3 was the first production 102-inch MCI bus available to all buyers (first delivery in October 1985) and quickly became more popular than the older, 96-inch width. Only the passenger section of the buses was widened; the front assembly with the windshield is still 96-inches wide and the body widens at a 5.5-degree angle alongside the driver.

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TMC - Transportation Manufacturing Corporation - built 30ft transit  buses from 1979-1982. A subsidiary of MCI.

The RTS
was originally designed by GMC, and production started in 1977. They
made many improvements over the years ending production part way into
1987. MCI purchased production rights from GMC and built RTS's under
the TMC (Transportation Manufacturing Corporation) brand later in 1987
in Roswell New Mexico. In the mid-nineties the rights were sold to
Nova Bus, a Canadian company, now owned by Prevost. Somewhere around
20,000 RTS's were built, and it's estimated that 16,000 are still in
use today.


1983 - The newly-formed NovaBUS company acquires the Motor Coach Industries bus manufacturing plant in St. Eustache, Quebec.

1994 - American subsidiary incorporated to acquired Transportation Manufacturing Corporation's RTS business from MCI.

The 30 foot Model I was produced as the CityCruiser under license from Orion by the Transportation Manufacturing Corporation (TMC) division of Greyhound. The TMC model was produced from 1979 to 1982.

 
    For more information please read:

www.mcicoach.com

www.busexplorer.com

Modern Marvels: Buses - History Channel program

Ed Strauss & Karen Strauss - The Bus World Encyclopedia of Buses

G.N. Georgano & G. Marshall Naul - The Complete Encyclopedia of Commercial Vehicles

Albert Mroz - Illustrated Encyclopedia of American Trucks & Commercial Vehicles

Donald F. Wood - American Buses

Denis Miller - The Illustrated Encyclopedia of Trucks and Buses

Susan Meikle Mandell - A Historical Survey of Transit Buses in the United States

David Jacobs - American Buses, Greyhound, Trailways and Urban Transportation

William A. Luke & Linda L. Metler - Highway Buses of the 20th Century: A Photo Gallery 

William A. Luke & Brian Grams - Buses of Motorcoach Industries 1932-2000 Photo Archive

William A. Luke - Greyhound Buses 1914-2000 Photo Archive

William A. Luke - Prevost Buses 1924-2002 Photo Archive

William A. Luke - Flxible Intercity Buses 1924-1970 Photo Archive

William A. Luke - Buses of ACF Photo Archive (including ACF-Brill & CCF-Brill)

William A. Luke - Trailways Buses 1936-2001 Photo Archive

William A. Luke - Fageol & Twin Coach Buses 1922-1956 Photo Archive

William A. Luke - Yellow Coach Buses 1923 Through 1943: Photo Archive

William A. Luke - Trolley Buses: 1913 Through 2001 Photo Archive

Harvey Eckart - Mack Buses: 1900 Through 1960 Photo Archive

Brian Grams & Andrew Gold - GM Intercity Coaches 1944-1980 Photo Archive

Robert R. Ebert  - Flxible: A History of the Bus and the Company

John McKane - Flxible Transit Buses: 1953 Through 1995 Photo Archive

Bill Vossler - Cars, Trucks and Buses Made by Tractor Companies

Lyndon W Rowe - Municipal buses of the 1960s

Edward S. Kaminsky - American Car & Foundry Company 1899-1999

Dylan Frautschi - Greyhound in Postcards: Buses, Depots and Post Houses

 
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