Motor Coach Industries LimitedLast updated May 20th, 2002 |
[official site] |     |
| History | Models | Delivery Lists |
| 1932 | Fort Garry Motor Body and Paint Works Limited incorporated | |
| 1933 | first coach built: an 11-passenger body on a Packard passenger car chassis | |
| 1937 | first complete coach on own chassis manufactured (for Grey Goose Bus Lines) | |
| 1939 | Model 150 flat-front transit bus introduced, with stainless steel side panels and underfloor "pancake" engine | |
| 1941 | company renamed Motor Coach Industries Limited (MCI) | |
| 1942 | first electric trolleybus (Model 40 TRY) manufactured in Canada | |
| 1948 | company purchased by Greyhound | |
| 1953 | first MCI sold in the United States | |
| 1962 | Motor Coach Industries, Inc. established in Pembina, North Dakota | |
| 1963 | major entry into the U.S. market | |
| 1975 | designs licensed to Transportation Manufacturing Corp. (Roswell, New Mexico) for sale in the U.S. | |
| 1987 | "Classic" transit bus bought from General Motors Diesel Division | |
| 1990 | prototype fully-accessible coach produced | |
| Model | Qty. Blt. | Dates Built | Len.* | Wid. | Seats | Notes |
|---|---|---|---|---|---|---|
| Courier 50 | 29 | AP50-JN55 | includes 8 Courier 50 Skyviews & 1 Courier 50A | |||
| Courier 85 | 34 | JN50-JL52 | includes 1 demonstrator | |||
| Courier 85A | 27 | AP51-MY52 | ||||
| Courier 85X | 22 | JN52-DE52 | ||||
| Courier 90 | 7 | JN53-FE60 | includes 6 Courier 90 Skyviews | |||
| Courier 95 | 15 | JN53-JN60 | includes 2 Courier 95 Skyviews | |||
| Courier 95D | 116 | DE53-SE60 | ||||
| Courier 96 | 95 | DE55-SE60 | ||||
| Courier 97 | 1 | DE56 | ||||
| Courier 100 | 26 | AU46-FE47 | ||||
| Courier 100A | 25 | FE47-AP48 | ||||
| Courier 100B | 15 | NO48-FE49 | ||||
| Courier 100C | 11 | JN49-NO49 | ||||
| Courier 200 | 35 | JL47-FE48 | ||||
| Courier 200A | 36 | FE48-MY49 | ||||
| Courier 200B | 24 | MY49-DE49 | ||||
| MC-1 | 17 | AU59-AU61 | 35' | 96" | plus FE59 MCX-1 prototype | |
| MC-2 | 46 | AP60-AU61 | 34' 11½" | 96" | plus MY59 MCX-2 prototype | |
| MC-3 | 35 | DE61-JA63 | 34' 11½" | 96" | plus MR61 MCX-3 prototype | |
| MC-4 | 34 | MY63-NO63 | 34' 11½" | 96" | ||
| MC-5 | 266 | MY64-DE64 | 34' 11½" | 96" | American version; plus DE62 MCX-5 prototype | |
| MCC-5 | 34 | AP64-DE64 | 34' 11½" | 96" | Canadian version | |
| MC-5A | 1,548 | DE64-1970 | 35' 0" | 96" | American version (to MY65) | |
| MCC-5A | 55 | DE64-MR65 | 35' 0" | 96" | Canadian version; includes 2 demonstrators | |
| MC-5B | 350 | 1971-1977 | 35' 2¼" | 96" | ||
| MC-5C | 380 | 1977-1980 | 35' | 96" | ||
| MC-6 | 102 | 1969-1970 | 40' | 102" | includes 2 MCX-6 prototype | |
| MC-7 | 2,550 | 1968-1973 | 39' 11½" | 96" | ||
| MC-8 | 3,053 | 1973-1978 | 39' 11½" | 96" | plus 1,422 built by TMC | |
| MC-9 | 6,425 | 1979-1987 | 40' 3½" | 96" | plus 3,194 built by TMC | |
| MC-12 | 1,411 | 40' | 96" | |||
| 96A2 | 1986- | 40' | 96" | 2-axle commuter coach | ||
| 96A3 | 1985- | 40' | 96" | |||
| 102A2 | 1986- | 40' | 102" | 2-axle commuter coach | ||
| 102A3 | 1985- | 40' | 102" | |||
| 102-B3 | 40' | 102" | ||||
| 102-C3 | 1988- | 40' | 102" | |||
| 102-D3 / D4000 | 40' | 102" | ||||
| D4000N | 100 | 2001? | 40' | 96" | commuter coach for New Jersey Transit | |
| 102-DL3 / D4500 | 45' | 102" | ||||
| 102-EL3 / E4500 | 45' | 102" | ||||
| F3500 | 2001- | 35 | 102" | |||
| G4500 | 2001- | 45' | 102" | |||
| J4500 | 2001- | 45' | 102" |
| Model | Qty. Blt. | Dates Built | Len. | Wid. | Seats | Notes |
|---|---|---|---|---|---|---|
| 150 | 1939-? | |||||
| 40 TRY | 1+ | 1942 | trolley coach | |||
| TC35-102A | 0 | 35' | 102" | quoted, but none built | ||
| TC40-102A | 1987- | 40' | 102" | |||
| TC40-102N | AU87- | 40' | 102" | |||
| TA60-102N | 12 | 1992-1993 | 60' | 102" | articulated |
|
* If no inches are listed, then length is approximate. + May have been more built than noted. |
| 1946-1965 | MC-5 | MC-6 | MC-7 | MC-8 | MC-9 | A, B, C, D | 102-EL3 | Classic |
Commencing in 1937 and until the introduction of the MC-5 (in the United States) and the MCC-5 (in Canada), MCI assigned a sequential serial number to each vehicle as it was produced. However, this system changed beginning with the MC-5 and MCC-5 models. For Canadian coaches (models MCC-5 and MCC-5A) serial numbers were assigned when an order was placed, and unit numbers — beginning at 5001 with the first MC-5 — were assigned as vehicles were built. American vehicles received only the 5000-series unit number. After unit 5400 was reached in December 1965, serial numbers jumped to 5950 while unit numbers continued from 5401, with both Canadian and American coaches in the same series.
As new models were introduced new unit numbers were assigned, as follows:
| MC-5 / MCC-5 MC-5A / MCC-5A |
MC-5B | MC-5C | MC-6 | MC-7 |
| 5001+ | 7001-7350 | 7401-7780 | 20001-20100 | 10001-12550 |
| MC-8 | MC-9 | 96A2 / 96A3 102x2 / 102x3 |
102-EL3 / E4500 | Classic |
| 30001-33053 | 34001-36582 | 40001+ | 60001+ | 24001-24485 001-599 |
When serial numbers passed 9999, an "S" prefix was added so that they would not be confused with MC-7 unit numbers. In addition to the sequential serial numbers, there were another six serial sequences that were set up to account for the experimental units and prototypes, which totaled some thirty coaches. However, some prototypes and demonstrators were just assigned serials in the usual order. When MCI started using 17-digit Vehicle ID Numbers in January 1981, they incorporated the unit number into the VIN, but serial numbers continued to be assigned until May of that year (ending at about S16332).
