T.A. Peterman was a man who did things his own way. When he couldn't find a truck he liked, he opted to
                      build his own.

                      Fageol Truck and Coach Company was secure in their west coast market. Fageol looked to expand on the
                      East Coast. In 1924, American Car and Foundry offered a substantial fee for the rights to build Fageols in
                      the East. Fageol responded by expanding its Oakland facility and building a new factory in Kent, Ohio.

                      The Agreement was never finalized, and Fageol filed bankruptcy in 1929. The Depression damaged the
                      company further, and in 1932 Fageol went into receivership. The Waukesha Motor Company and the
                      Central Bank of Oakland assumed control.

                      Fageol grew over the next six years, but the end was inevitable. Sterling Motors acquired the company's
                      assests in November 1938, and announced that production would cease at the end of the year.

                      Enter T.A. Peterman. His mind set on expansion, purchased the venerable Fageol Truck and Coach
                      Factory in 1939.

                      Peterman had a passion for modifying old logging trucks to his standards, with the acquisition of the Fageol
                      plant in Oakland, California. T.A., put the wheels into motion of building the best quality truck the world has
                      ever known.

                      The conventional truck design was to put Peterman on the map. The trucks were branded Peterbilt, a
                      name he adopted from a line of wooden doors manufactured by one of his companies.

                      When World War II broke out, Peterbilt never manufactured combat vehicles, instead fulfilled government
                      contracts for heavy duty trucks. By the time peace once settled on the world, T.A. Peterman had died from
                      cancer and his business affairs were in the hands of his widow, Ida.

                      The next two years saw the Peterbilt Motors grow under the direction of five key employees and a few
                      outside investors. Together they purchased the company from Ida Peterman in 1946 for $450,000! L.A.
                      Lundstrum assumed the role of President. Under his direction, Peterbilt's growth continued. By 1947 sales
                      of Peterbilt trucks topped 4.5 million and trucks were being manufactured at the rate of one a day.

                      Components specified by Peterbilt throughout the 40's included: Cummins, Waukesha and Hall Scott
                      Engines (diesel, gas and butane). Transmission were from Brown Lipe Spicer and Fuller. Dual reduction
                      worm drive Timken axles, Ross cam and lever steering. Westinghouse provided the air brakes. Frame
                      rails were heat treated 10- 1/8" x 3-1/2", bellied rails available in 1/4 and 9/32 inch thickness.

                      In June of 1958, Peterbilt Motors Company was purchased by Pacific Car and Foundry Company
                      (PACCAR) of Renton, Washington. As a unincorporated division of PACCAR, Inc., Peterbilt would
                      continue to manufacture the high quality, heavy duty truck that T.A. Peterman had dreamed of nearly 20
                      years before.

                       Anticipating the need for a highway model because of the development of the interstate system. Peterbilt
                      introduced it's first cabover engine, the model 280/350 (better known as a bubblenose) in 1950 along with the
                      Peterbilt conventional model 281/351. In 1955 the COE Model 352 was introduced, and replaced the 350
                      Bubblenose.

                      The 1960's was a decade of expansion and innovation for Peterbilt. Early in the Fall of 1960, Peterbilt
                      moved into a new $2 mill. plant located in Newark, California, just south of Oakland and an additional
                      plant was built opened in Madison Tennessee in 1969. In 1962, the Model 341 was introduced. The 341
                      was a light-weight construction chassis. The tilt hood Model 358 followed in 1965 and in 1967 the Model
                      359 with its wide nose and tilt hood took to the highway.

                      In 1980, a third plant opened its doors located in Denton, Texas. Manufacturing at Newark, California was
                      discontinued although management and engineering and development remained there. The 80's were to
                      bring on a lot of model change for Peterbilt. The Model 352 was replaced in 1981 with the Model 362
                      COE. Fuel efficiency still playing a part, Peterbilt's response was the Model 377 conventional and model
                      372 COE. Also, the popular Model 359 was replaced in 1986 with the Model 379 with fiberglass tilt
                      hood.

                      Fuel economy was on everyone's mind through the 70's. Peterbilt's answer to the fuel crisis was "gear fast -
                      run slow". This was accomplished by providing custom built trucks with components properly matched to
                      run as economically as possible. Also, the 200/300 LCF line was introduced for refuse service.

                      1989 saw Peterbilt turn 50 years old. So to recognize the achievements of this great company a limited
                      edition model 379 was introduced powered by a new Cummins engine, the 444XT. To mark this special
                      occasion, Peterbilt located and restored a 1939 Peterbilt Model 334DT (Dual Tandem) to "era" standards.

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