1932

Fort Garry Motor Body and Paint Works Ltd of Winnipeg was formed.

1933

First coach body (11-passenger) was built on a Packard chassis.

1937

The first coach was built on their own chassis
for Grey Goose Bus Lines in Winnipeg.

1939

MCI began building buses for Greyhound Lines Canada
using Yellow Coach type styling.

1941

Name was changed to MCI, short for Motor Coach Industries Limited.

1945

Post war era production began by introducing the Courier models produced mainly for Greyhound. Around this time production of the "Courier" series was introduced. Many different models were built beginning with the 100, 100A, 100B, 100C, 200, 200A and 200B models. Slight changes were made to create the Courier 50, 50A, 85, 85A, and 85X.

1948

Greyhound of Canada began purchasing small amounts of MCI ownership as production of the Courier 90, 95, 96 and 97 models continued.

1958

Greyhound of Canada gained full control over MCI and the first MC1 prototype was built. This came after production of approximately 550 of the "Courier" coaches ended around 1960. This is when the new "MC" models began to be built, beginning with the MC1, MC2, MC3, MC4 and what would become the most popular 35' rear engine coach of all time the MC5.

1963

Production began of the MC5 35' rear engine coach powered by Detroit Diesel 6V71 and 8V71 engines with Spicer 8245 and 8844A mechanical 4 speed transmissions. MCI Inc was formed and opened the plant in Pembina ND entering the US coach market with sales to Greyhound US. Further developments to this model led to production of the MC-5A (MC5A), MC-5B (MC5B) and the MC-5C (MC5C), which had the more modern front end styling that it shared with the MCI-8 (MC8).

1967 - 1970

MCI built its most unusual coach up to this time specifically for Greyhound, the MCI-6 (MC6) also called the "Super Cruiser". This was a completely new coach design that had 3 levels inside and at the roofline, was 40' long and was the first 102" wide body. It was actually illegal to operate in most states due to its width. It used the same rear suspension and Detroit Diesel 8V71 power train as the GMC PD4701 Scenicruiser. There were 2 prototypes and only 100 production MCI6 coaches built.

1968 - 1973

MCI began building what would be a very popular 40' 3-axle coach, the MC-7 (MCI7). This coach was mostly built with rear engine Detroit Diesel 8V71 and the same 4-speed mechanical transmissions were used in the MC5 and MC7. Later in production an Allison HT740 automatic transmission was offered as well. There were a few MC7's built specially to haul freight in the rear, called the "MC7 Combo" or "MC7 Freighter". They used the same rear suspension with dual wheels on the drive and tag axles as the GMC PD4701 Scenicruiser along its Detroit Diesel 8V71 power train.

1973 – 1977

MCI introduced the MCI-8 (MC8) also called the "Crusader" which utilized the more modern looking front end similar to that used on the MCI-5C (MC5C). This coach was mostly built with rear engine Detroit Diesel 8V71 engines and the same Allison HT740 4-speed automatic and 4 speed mechanical transmissions used in earlier MCI8 models. There was such a strong demand for the MC8's that a new production plant was built in Roswell New Mexico, which built buses under license from MCI by Transportation Manufacturing Corporation (TMC) name. Buses models built at the Roswell production plant were then called the TMC8 (TMC-8), TMC9 (TMC-9), etc. These buses were very similar to the buses built in Winnipeg and Pembina.

1978 – 1990

MCI introduced what would become the most popular coach ever of all the models it built, the MCI-9 (MC9), also known as the "Crusader 2". The MCI9 coach was very similar to the MC-8 except for the streamlined roof, increased headroom and rectangular side windows. Detroit Diesel 8V71, 6V92TA and 8V92TA engines were offered along with Allison HT740, HT754 and 4 or 5 speed manual transmissions. 1982 brought a few well-needed changes by offering integral power steering, which was a big improvement over the Ross power steering used in the earlier models. Other significant improvements were the use of Carrier 05G air conditioning compressors and Reliance Electric HVAC blower motors. In 1989 – 1990 the MC9 received some special options to the interior like overhead parcel rack doors and MC12 suspension upgrades with rolling lobe type suspension air bags were added and the result was the highly desired "MC9 Special". More than 10,000 MC9's were built!

1984

MCI produced a totally new coach, the "A" model. Initially built as the last 96" wide MCI coach named the 96A, it was built as a 2-axle coach the 96A2 (96/A2), and as a 3-axle coach the 96A3 (96/A3). This was also the first popular 102" wide coach other than the earlier attempt of the MC6 (MCI-6). The 102" wide models were the 102A2 (102/A2) 2-axle and the 102A3 (102/A3) 3-axle. Although they used many components from the earlier models, they had a much more modern and aerodynamic appearance. A big improvement was the use of rolling lobe type suspension air bellows in place of the double convoluted bellows used in all prior models. The earlier style double convoluted bellows used a pressurized air-frame, which increased the compressible volume of air in the suspension giving it a softer spring rate. The down side of this design was that they were prone to leaking as they aged. The front ends of the 102" wide coach and 96" wide coaches were exactly the same. The 102 coach body got 3" wider on each side just behind the entry door and drivers window.

1992 – 1998

Production of the last of the "MC" series coach was built at the request of Greyhound Lines, the MC-12 (MCI-12). This coach was basically a MC-9 with the improved air suspension of the "102" series coaches along with some other minor improvements done at the request of Greyhound.

1990

MCI introduced the "B" model coach. Other than the appearance, it was very similar to the "A" model. The main difference is that it had fully painted smooth siding all the way down the body. It was only offered as a 3-axle coach, called the 102B3 (102/B3).

1988 – 1993

The "A" body coach received many changes and the result was the "C3" model, the 102/C3 (102C3). This was the most luxurious of the MCI models up to that time, catering to the needs of the tour operators. It had 3" more headroom than the "A" and "B" models and can be easily identified by the double drip gutters running length of the coach just above the windows. Although most were smooth sided with full paint, you could still order the optional stainless steel fluted lower panels. There were multiple engine and transmission combinations available. The options included Caterpillar, Cummins and Detroit diesel engines along with Allison auto, ZF auto and manual transmissions.

1990

MCI built its first 45-foot prototype, the 102DL3 (102/DL3).

1992

Production of the DL3 began. It has outboard mounted air bags for better body roll control and a softer ride quality. The roof was flatter and had more headroom than any earlier model. There were multiple engine and transmission combinations available. The engine options included Detroit 8V92 ddec, Caterpillar, Cummins and the soon to be popular Detroit Diesel Series 60 engine. There were many transmission options available including Allison 700 series auto, Allison World B500 auto, ZF auto, Eaton auto-shift and other manual transmissions. This was the first MCI to have a steering tag axle. The tag axle tires would free caster behind the drive axle and had an air cylinder that would lock the wheels straight ahead at speeds above 25 mph. There was another larger air cylinder that would tip the top of the steerable tag axle to the front of the bus when the transmission was shifted into reverse. This would reverse the angle of the kingpins (caster) so the wheels would then caster correctly when backing as well. With the increased rear overhang a rear high ride feature was added to prevent the back from dragging when maneuvering thru dips in driveway approaches.

1994

A 40 foot version of the DL3, the 102D3, replaced the earlier 102" x 96" wide coaches. It was basically equipped the similar to the 45 foot 102DL3 but without the tag axle steering.

1994

US MCII formed a merger with Dina in Mexico and MCI started marketing the Mexico built Dina Viaggio coach in the US.

1996

MCI came out with its totally new and very high tech, luxury tour coach prototype called the 102EL3 "Renaissance".

1998

Production of the 102/EL3 Renaissance began. Everything about this coach was new to MCI and the bus industry from its curved entry step to its use of electrical relay modules that could be swapped between different locations to aid in troubleshooting and roadside repairs if needed. This coach used a hydraulically steered ZF RAS rear tag axle that gave the coach a tighter turning radius than any other 45' long coach ever built. It had an electronically controlled Wabco "ECAS" air suspension system which offered "high ride", "low ride", "normal ride" and front suspension kneeling. This was done by the use of electronic height sensors in place of leveling valves feeding suspension height data to an ECU, which controlled the air bag pressure. It also had a highly suffocated HVAC system that had split evaporator / heater cores on each side of the coach, each with its own zone controlled by a central processor. The driver had a zone of its own. The system had technician friendly built in diagnostic information available on the dash display.

2000

More intense cooperation between MCI and Dina produced the MCI F3500 and G models that were built in Mexico. The F3500 was the first 35'coach built by MCI since the MC5's and was basically a Dina F12 based bus with more modern cosmetic styling for the US market and labeled as a MCI, although it was built by Dina. The first G model was the 102G3 later called the G4100 followed by the G4500. The 102G3 / G4100 was built as a long distance transport coach also called a line run coach designed by MCI and Greyhound. It was supposed to have the cosmetic appeal of the Renaissance but designed to be more durable to hold up to the hard use of a line haul coach. 25 102G3 / G4100 were built and put to work by Greyhound as test coaches.

2001

At the Motor Coach Expo in Atlantic City the "Modern American Motor Coach" the J4500 was revealed. It is based on the popular Renaissance but without some of the costly sophisticated systems. The Renaissance RAS tag axle steering system was replaced with a basic non-steering axle, and the ECAS electronically controlled suspension system was replaced by conventional leveling valves, reducing the cost of the coach. Another big improvement was addition of Rockwell "Q-Type" drum brakes on all axles in place of the earlier E Model disc brake that was very expensive to maintain. An easy way to distinguish between an E Model and a J Model is the destination sign glass was removed from above the windshields on the J Model. Also reveled at the Expo was the longer 45 foot Greyhound G4500. Greyhound and MCI decided on the G4500 to go into production in place of the shorter G4100.

MCI changed its model number system in 2001.

2003

The relay module electrical system on the E&J Coaches was replaced at unit #62032 with the Vansco Multiplexed Electrical System, given the nickname "MUX". The new Vansco MUX system proved itself to be a big improvement over the sometimes troublesome relay module system. The new system had built in input and output led lights to aid in troubleshooting problems. Other improvements included going back to a single HVAC evaporator like the earlier coaches had in place of the split evaporator system.