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GM "old-look" transit bus

{{short description|GM bus manufactured from 1940 to 1969}}

{{multiple issues|

{{Refimprove|article|date=February 2009}}

{{More footnotes|article|date=February 2009}}

}}

{{Infobox automobile

| name = GM "Old Look" Bus

| image = New York City Omnibus GMC Old Look TDH-5101 2969 @ Pier 83.jpg

| caption = A GM "old look" TDH-5105 bus in New York

| manufacturer = Yellow Coach (1940–1943)
GMC Truck and Bus (1944–1969)

| aka =

| production = 1940–1969

| assembly = Pontiac West Assembly, Pontiac, Michigan

| predecessor =

| successor = GM New Look

| class = Transit bus

| body_style =

| layout =

| platform =

| engine = Detroit Diesel 4-71 or 6-71

| transmission = Hydraulic or Manual

| wheelbase =

| length = {{convert|25|ft|m|abbr=on}}, {{convert|28|ft|m|abbr=on}}, {{convert|30|ft|m|abbr=on}}, {{convert|33|ft|m|abbr=on}}, {{convert|35|ft|m|abbr=on}}, {{convert|37.75|ft|m|abbr=on}}, {{convert|40|ft|m|abbr=on}}, or {{convert|41.5|ft|m|abbr=on}}

| width = {{convert|96|in|m|2|abbr=on}} or {{convert|102|in|m|2|abbr=on}}

| height = {{convert|113|in|m|2|abbr=on}}
(roofline)

| weight =

| related =

| designer =

| sp = us

}}The GM "old-look" transit bus was a transit bus that was introduced in 1940 by Yellow Coach beginning with the production of the model TG-3201 bus. Yellow Coach was an early bus builder that was partially owned by General Motors (GM) before being purchased outright in 1943 and folded into the GM Truck Division to form the GM Truck & Coach Division. The Yellow Coach badge gave way to the GM nameplate in 1944. Production of most "old-look" models was stopped upon the release of the GM New-Look bus in 1959, however some smaller "old-look" models continued to be built until 1969. Approximately 38,000 "old-look" buses were built during the 29-year production run. The "old-look" name is an unofficial retronym applied to this series of GM buses after the release of the GM New-Look series.

Design

The GM "old-look" bus was somewhat streamlined in appearance (resembling the PCC streetcar in styling), similar in shape to a loaf of sandwich bread, and had windows that were smaller than those found on more modern bus designs produced after the 1950s. Unlike most earlier buses, the GM "old-look" bus was built using a monocoque design, rather than a body-on-frame design, and it helped shepherd the change from gasoline to diesel-powered buses. Most "old-look" buses were powered with the Detroit Diesel 6-71 inline six-cylinder diesel engine, the exceptions being the shorter models that were powered by the Detroit Diesel 4-71, a four-cylinder version of the same diesel engine, and buses that were equipped with gasoline engines.

Manual and automatic transmissions were available. Before 1948, the Spicer angle-drive two-speed transmission was equipped as the automatic transmission. After 1948, the 2-speed Allison V-drive transmission was used.{{cite book |title=Welcome Aboard the GM New Look Bus |author1=McKane, John H. |author2=Squier, Gerald L. |year=2006 |pages=14}} In 1940 and 1942, a small number of buses were built with electric propulsion systems instead of a transmission.

The "old-look" was available in several lengths ranging from {{Convert|25|ft|m}} to {{Convert|41|ft|6|in|m}}, though the most common models were {{Convert|35|ft|m}} and {{Convert|40|ft|m}} feet long. Most "old-look" buses were {{Convert|96|in|m}} wide, but {{Convert|102|in|m|adj=mid|-wide}} models were available beginning in 1948.

In 1946 GM began offering its Thermo-matic heating and ventilation system, and in 1952 started making suburban models, which can be identified by larger passenger windows, high-backed forward-facing seats, and optional luggage racks. Beginning in 1953, air-ride suspension became standard on all but the smallest model buses, and in 1958, air conditioning was added as an available option.

In 1959, GM introduced its New-Look bus with the "fishbowl" style front window, and production stopped on all "old-look" buses other than the "second-generation" models: the {{Convert|28|ft|m|adj=on}} TGH-3102 which was built until 1963 and the {{Convert|30|ft|m|adj=on}} 35xx models which were built until 1969.

=Turbo-Cruiser I=

General Motors Research developed the GT-300, a non-regenerative gas turbine engine, and fitted it to a TDH-4512 "old-look" bus in 1953, which was rebranded to "Turbo-Cruiser";{{cite journal |doi=10.4271/550236 |title=Pinwheels or Pistons?—A Progress Report on Automotive Gas Turbines |author=Turunen, W. A. |date=1955 |journal=SAE Technical Papers |series=SAE Technical Paper Series |volume=1 |publisher=Society of Automotive Engineering |issn=0148-7191}}{{cite journal |doi=10.4271/650714 |jstor=44554219 |title=The General Motors Research GT-309 Gas Turbine Engine |author1=Turunen, W. A. |author2=Collman, J. S. |journal=Transactions |series=SAE Technical Paper Series |volume=74 |date=1966 |publisher=Society of Automotive Engineering |pages=357–377}} it had an output of {{cvt|370|hp}}, almost double the power of the original piston engine,{{cite magazine |url=https://books.google.com/books?id=gtsDAAAAMBAJ&pg=PA131 |title=You're Looking at the Gas-Turbine Era |author=Brinckloe, Capt. W. D. |date=April 1959 |pages=131–135;230 |magazine=Popular Mechanics |volume=111 |number=4 |publisher=Popular Mechanics Company |location=Chicago, Illinois}}{{rp|132}} and weighed {{cvt|775|lb}},{{cite news |url=https://indianamemory.contentdm.oclc.org/digital/collection/AT/id/2578/rec/1 |title=GM's XP21 'Firebird' Exhibited in Motorama |date=January 22, 1954 |volume=XIII |number=30 |work=AllisoNews |publisher=Allison Division, General Motors Corporation |access-date=13 September 2022}} {{cvt|1500|lb}} less than the original engine. However, the brake-specific fuel consumption of the GT-300 was 1.63 lb/hp·h, approximately double the consumption of a comparable diesel engine;{{cite magazine |url=https://www.turbinecar.com/mags/trueauto55/trueauto55.htm |title=A Report on Gas Turbines |author=Kincaid, Kenneth |date=1955 |magazine=Automobile Yearbook |publisher=True (magazine) |access-date=13 September 2022 |pages=64–69}} the subsequent GT-304 included a regenerator and fuel consumption decreased by half to 0.77 lb/hp·h.{{cite news |url=https://indianamemory.contentdm.oclc.org/digital/collection/AT/id/4761/rec/1 |title=Allison Given Responsibility For Marketing Whirlfire GMT-305 Gas Turbine Engine |date=January 16, 1959 |volume=XVIII |number=28 |pages=1;4 |work=AllisoNews |publisher=Allison Division, General Motors Corporation |access-date=13 September 2022}} At the time, W.A. Turunen, the head of gas turbine research at GM, cited consumption, acceleration lag, and lack of engine braking as the main faults. The GM gas turbine engine later was fitted more famously to the Firebird I/XP-21 concept car in 1954.{{cite magazine |url=https://books.google.com/books?id=GCEDAAAAMBAJ&pg=PA112 |title=The Gas Turbine: Car of the Future? |author=Manchester, Harland |date=October 1954 |magazine=Popular Science |volume=165 |number=4 |publisher=Popular Science Publishing Co., Inc. |pages=112–114;260;268;270}}{{rp|260}}

When newer "Turbo-Cruiser" buses were developed in the 1960s using New Look buses, chassis TDH-4512/0002 was redesignated "Turbo-Cruiser I"; this bus was converted back to diesel power and sold to Martin Lines in 1963.{{cite web |url=https://www.detroittransithistory.info/Suburban/MartinLines.html |title=Pre-SEMTA Suburban Buses - Pg. 4 |website=Detroit Transit History |access-date=9 September 2022}}{{cite web |url=https://www.omot.org/roster/GMOldLookList/tdh4512.html |title=GM TDH4512 U.S. Production List |publisher=The Ohio Museum of Transportation |access-date=9 September 2022}}

Model designations

The model designations used for GM "old-look" buses consisted of a series of two or three letters followed by a series of four numbers (for example, TDH-4512). The letters and numbers gave a basic description of the type of bus as follows:

class="wikitable"
TypeFuelTransmission1Nominal seating capacitySeries
T = transit bus2

|nowrap|D = diesel
G = gasoline

|H = hydraulic (automatic) transmission
M = manual transmission
E = electric propulsion

|-

|nowrap|27 = {{Convert|25|ft|m}}
31 & 32 = {{Convert|28|ft|m}}
35, 36 & 37 = {{Convert|30|ft|m|sigfig=2}}
40 = {{Convert|33|ft|m|sigfig=3}}
45 = {{Convert|35|ft|m|sigfig=3}}
48 = {{Convert|37|ft|9|in|m|sigfig=3}}
51 = {{Convert|40|ft|m|sigfig=3}}
54 & 55 = {{Convert|41|ft|6|in|m|sigfig=3}}

|nowrap|

two digits

colspan=6|NOTES:
  1. This was omitted for buses built prior to 1947, except for those with electric propulsion.
  2. GM also built parlor coaches (designated by P) and, beginning in the 1960s, suburban buses (S), however neither prefix was used for any "old-look" models.

Production

The following buses are listed by ascending model number. All buses are 96 inches wide unless noted.{{cite web |url=https://www.omot.org/roster/GMOldLookList/index.html |title=Yellow Coach & GM Old Look U.S. Production Lists |date=August 13, 2004 |work=Coach Manufacturer Production Lists |publisher=The Ohio Museum of Transportation |accessdate=2017-04-01}} Note that Yellow Coach realigned all models to series 05 in 1941.

{|

|- valign="top"

|

=Yellow Coach=

class="wikitable sortable"
ModelQuantityBuiltclass="unsortable"|Notes
{{sort|271D|TD-2701}}{{0}}55nowrap| 1940–1941
{{sort|271G|TG-2701}}2451940–1941
{{sort|275D|TD-2705}}{{0}}601941–1942
{{sort|275G|TG-2705}}{{0|00}}21941
{{sort|276G|TG-2706}}4221941–1942
{{sort|321D|TD-3201}}1411940–1941
{{sort|321G|TG-3201}}{{0}}631940–1941
{{sort|325D|TD-3205}}1941941–1942
{{sort|325G|TG-3205}}{{0}}711941–1942
{{sort|361G|TG-3601}}{{0}}361940–1941
{{sort|362D|TD-3602}}{{0}}671940–1941
{{sort|362G|TG-3602}}2331940–1941
{{sort|363G|TG-3603}}{{0}}811940
{{sort|365D|TD-3605}}{{0}}821941–1942
{{sort|365G|TG-3605}}1501941–1942
{{sort|366D|TD-3606}}{{0}}751941–1942
{{sort|366G|TG-3606}}2501941–1942
{{sort|401D|TD-4001}}1741940–1941
{{sort|401E|TDE-4001}}{{0}}301940
{{sort|401G|TG-4001}}{{0}}131940–1941
{{sort|402E|TDE-4002}}{{0|00}}71940
{{sort|405D|TD-4005}}1551941–1942
nowrap| {{sort|405E|TDE-4005}}{{0}}161942
{{sort|405G|TG-4005}}1471941–1942
{{sort|406D|TD-4006}}{{0}}601941
{{sort|452D|TD-4502}}3541940–1941
{{sort|452G|TG-4502}}{{0}}351940–1941
{{sort|453D|TD-4503}}{{0|00}}21940suburban
{{sort|455D|TD-4505}}7331941–1942
{{sort|455G|TG-4505}}{{0|00}}41942
{{sort|541D|TD-5401}}{{0|00}}11940

|width=32| 

|

=General Motors=

class="wikitable sortable"
ModelQuantityBuiltclass="unsortable"| Notes
{{sort|278GH|TGH-2708}}{{0|0,}}302nowrap| 1949–1951
{{sort|326D|TD-3206}}{{0|0,}}6751945–1946
{{sort|326G|TG-3206}}{{0|0,}}1751945–1946
{{sort|327DH|TDH-3207}}{{0|0,}}7371947–1948
{{sort|327DM|TDM-3207}}{{0|0,0}}381947–1948
{{sort|327GH|TGH-3207}}{{0|0,}}2691947–1948
{{sort|327GM|TGM-3207}}{{0|0,}}1011947–1948
{{sort|329DH|TDH-3209}}{{0|0,0}}531949
{{sort|329DM|TDM-3209}}{{0|0,0}}271949
{{sort|311GH|TGH-3101}}{{0|0,}}7511950–1952
{{sort|312GH|TGH-3102}}1,6051953–1963
{{sort|367G|TG-3607}}{{0|0,0}}501944
{{sort|368G|TG-3608}}{{0|0,}}2001944
{{sort|369D|TD-3609}}{{0|0,}}3251945–1946
{{sort|369G|TG-3609}}1,2001944–1946
{{sort|36ADH|TDH-3610}}1,7711946–1948
{{sort|36AGH|TGH-3610}}{{0|0,00}}51947–1948
{{sort|36ADM|TDM-3610}}{{0|0,0}}551947–1948
nowrap| {{sort|36AGM|TGM-3610}}{{0|0,}}1001947–1948
{{sort|36CDH|TDH-3612}}1,9491949–1953
{{sort|36CGH|TGH-3612}}{{0|0,0}}681949–1953
{{sort|36EDH|TDH-3614}}{{0|0,}}8251953–1960
{{sort|37EDH|TDH-3714}}{{0|0,}}8251953–1960
{{sort|351DH|TDH-3501}}1,0491964–1968
{{sort|351GH|TGH-3501}}{{0|0,}}1161964–1968
{{sort|352DH|TDH-3502}}{{0|0,}}1811968–196945 were air conditioned TDH-3502As
{{sort|352GH|TGH-3502}}{{0|0,0}}191968
{{sort|406G|TG-4006}}{{0|0,}}2901944
{{sort|407D|TD-4007}}{{0|0,}}8001944–1945
{{sort|407G|TG-4007}}{{0|0,}}3251944–1945
{{sort|408DH|TDH-4008}}1,4911946–1948
{{sort|408DM|TDM-4008}}{{0|0,}}1631947–1948
{{sort|40ADH|TDH-4010}}{{0|0,}}1151949–1950
{{sort|40ADM|TDM-4010}}{{0|0,00}}41949
{{sort|456D|TD-4506}}1,2001945–1946
{{sort|457DH|TDH-4507}}2,8991946–1949
{{sort|457DM|TDM-4507}}{{0|0,}}1461947–1949
{{sort|459DH|TDH-4509}}2,4941949–1953
{{sort|459DM|TDM-4509}}{{0|0,}}5551949–1955
{{sort|45ADH|TDH-4510}}{{0|0,}}5011948–1949{{Convert|102|in|m}} wide
{{sort|45BDH|TDH-4511}}{{0|0,}}1201950–1951{{Convert|102|in|m}} wide
{{sort|45CDH|TDH-4512}}3,2631953–1959
{{sort|45CDM|TDM-4512}}{{0|0,}}2521953–1958
{{sort|45FDH|TDH-4515}}{{0|0,0}}401953–1959suburban
{{sort|45FDM|TDM-4515}}{{0|0,}}4121953–1959suburban
{{sort|481|TDH-4801}}{{0|0,}}5471953–1958{{Convert|102|in|m}} wide; built only for California operators
{{sort|481|TDM-4801}}{{0|0,0}}751954{{Convert|102|in|m}} wide; built only for California operators
{{sort|5111DH|TDH-5101}}{{0|0,}}4001948–1949for the City of New York; used a 4509 chassis
{{sort|512DH|TDH-5102}}{{0|0,00}}11949
{{sort|513DH|TDH-5103}}{{0|0,}}9511950–1953{{Convert|102|in|m}} wide
{{sort|513DM|TDM-5103}}{{0|0,0}}371951{{Convert|102|in|m}} wide
{{sort|514DH|TDH-5104}}{{0|0,}}1621952–1953
{{sort|514DM|TDM-5104}}{{0|0,00}}51952
{{sort|515DH|TDH-5105}}3,6301953–1959{{Convert|102|in|m}} wide
{{sort|516DH|TDH-5106}}1,7271953–1959
{{sort|516DM|TDM-5106}}{{0|0,}}1101953–1959
{{sort|517DH|TDH-5107}}{{0|0,00}}21952suburban
{{sort|517DM|TDM-5107}}{{0|0,0}}131952suburban
{{sort|518DH|TDH-5108}}{{0|0,0}}211953–1959suburban
{{sort|518DM|TDM-5108}}{{0|0,}}4611953–1959suburban
{{sort|552DH|TDH-5502}}{{0|0,}}1011948

|}

Soviet versions

=ZIS-154=

File:1976. Зис-154.jpg Soviet stamp issued in 1976 showing a ZIS-154 bus.]]

Following World War II, cities in the Soviet Union needed a modern transit bus. Agreement was reached to build GM's model TDH-3610 under license (but with diesel-electric propulsion, similar to that used for the TDE-40xx models), and production was assigned to ZIS (Zavod imeni Stalina: literally Plant named after Stalin) where it became their model number 154. The ZIS-154 was first assembled with a locally manufactured Yaroslavl YaAZ-204 diesel, but supply problems caused ZIS to switch to the Detroit Diesel 6-71, also built under license. Continuing issues with the reliability of the drive-train components resulted in the ZIS-154 being discontinued after only slightly more than four years of production and 1,165 units.{{cite web|url=http://www.bartrans.net/bus-zis155.ru.html |script-title=ru:барановичских автобусов история общественного транспорта |author=Dubrovin Yauheni |date=22 January 2006 |language=Russian |trans-title=Public transport in Baranovichi, Belarus: ZIS-155 |accessdate=9 December 2010 |url-status=dead |archiveurl=https://web.archive.org/web/20100706111839/http://www.bartrans.net/bus-zis155.ru.html |archivedate=6 July 2010 }}

In some places these buses were nicknamed "lightning" because of the rapid acceleration provided by the diesel-electric drive.{{cite web|url=http://www.tak.ee/index.php?page=268&#History |title=TAK » Home » About the company » Rolling stock » History |author=Tallinna Autobussikoondise AS |year=2005 |work=Tallinna Autobussikoondise TAK |publisher=Tallinna Autobussikoondise AS |accessdate=9 December 2010 |url-status=dead |archiveurl=https://web.archive.org/web/20110716111134/http://www.tak.ee/index.php?page=268& |archivedate=16 July 2011 }}

class="wikitable" style="margin: auto;"

!colspan=7| ZIS-154 Production

Year

| 1946 || 1947 || 1948 || 1949 || 1950 || Total

align="right"

! Quantity

| 1

804044722071,165

=ZIS-155=

File:Fotothek df roe-neg 0006356 008 Besucher an einem Messestand mit Kraftfahrzeugen.jpg

File:ЗИС-155 - ZIS-155.jpg

In an attempt to overcome the problems of the ZIS-154, the less-technically-advanced ZIS-155 was designed. In 1949 Moscow's Central Auto Repair Workshop (ЦАРМ: Центральные авторемонтные мастерские) constructed a batch of shortened ZIS-154 bodies and mounted them on modified ZIS-150 truck chassis. One source suggests that the "Moscow" prototypes had shrouds over the rear wheels, a more-stylized front wheel cut-out, and a larger radiator.{{cite book |last=Shugurova |first=L.M. |script-title=ru:Автомобили Россиии СССР |trans-title=Soviet Russian Automobiles |language=Russian}} The prototypes were successful, and full-scale production began at ZIS.

The most noticeable difference between the ZIS-154 and the ZIS-155 was the placement of the doors: since the ZIS-155 had a front engine, the doors were moved to behind the axles. The driver's compartment was completely separated from the passenger saloon by a bulkhead, so the buses were two-man operated, with a rear entrance and front exit. The 154 employed unibody construction, while the 155 was body-on-frame.

Besides being the standard city bus in the Soviet Union in the 1950s, a large quantity were exported to other Eastern Bloc countries, and are known to have been used in Warsaw, Berlin, Ulan Bator and Beijing. A twelve-seat long-distance version was also built. In Moscow a number of withdrawn units were rebuilt as trailers, but they were not a success as the ZIS-155 was underpowered and therefore had difficulty pulling a fully loaded trailer, too.

From 1955 the ZIS-155 was equipped with an alternator instead of a generator, the first Soviet bus to be so equipped. After destalinization began in 1956 under Khrushchev's leadership, the ZIS plant was renamed in 1956 to Zavod Imeni Likhacheva (ZIL), after its former director Ivan Alekseevich Likhachev.{{cite web|url=http://www.histomobile.com/dvd_histomobile/usa/264/history.htm |title=Zil History: 1930's|authorlink1=Stéphane Van Damme |author=Stéphane van Damme |date=18 February 1999 |work=Histomobile |accessdate=9 December 2010 |url-status=dead |archiveurl=https://web.archive.org/web/20110615122119/http://www.histomobile.com/dvd_histomobile/usa/264/history.htm |archivedate=15 June 2011 }} As a result, late-production 155s were designated as ZIL-155.

class="wikitable" style="margin: auto;"

|+ Specifications

ZIS-154"Moscow"ZIS-155MTB-82
Seats + Standees

| 34 + ? || 23 + 21 || 28 + 22 || 38 + 18

Length

| {{Convert|9.50|m|ftin|abbr=on|frac=8}} || {{Convert|8.07|m|ftin|abbr=on|frac=8}} || {{Convert|8.26|m|ftin|abbr=on|frac=8}} || {{Convert|10.365|m|ftin|abbr=on|frac=8}}

Width

| {{Convert|2.50|m|in|abbr=on|frac=8}} || {{Convert|2.50|m|in|abbr=on|frac=8}} || {{Convert|2.50|m|in|abbr=on|frac=8}} || {{Convert|2.615|m|in|abbr=on}}

Height

| {{Convert|2.49|m|in|abbr=on|frac=8}} || {{Convert|3.11|m|in|abbr=on}} || {{Convert|2.49|m|in|abbr=on}}|| {{Convert|3.67|m|in|abbr=on}}

Wheelbase

| {{Convert|5.46|m|in|abbr=on}} || {{Convert|3.94|m|in|abbr=on|frac=8}}? || {{Convert|4.09|m|in|abbr=on|frac=8}} || {{Convert|6.00|m|in|abbr=on|frac=8}}

Rear Overhang

| ? || {{Convert|2.85|m|in|abbr=on|frac=8}} || {{Convert|2.70|m|in|abbr=on|frac=8}} || ?

Weight

| {{Convert|8000|kg|lb|abbr=on}} || {{Convert|6000|kg|lb|abbr=on}} || {{Convert|6290|kg|lb|abbr=on}} || {{Convert|9250|kg|lb|abbr=on}}

Engine

| DD 6-71
YAZ-204D || ZIS-120 || ZIS-124 || DK-202B

Horsepower

| 110 @ 2000 rpm
112 || 90 || 95 @ 2800 rpm || 80 kW

Tires

| 10.50×20 || 9.00×20 || 10.00×20 || ?

Produced

| 1946–1950 || 1949 || 1949–1957 || 1946–1961

Quantity

| 1,164 || ? || 21,741 || 5,000+

=MTB-82 trolleybus=

File:Mtb82 nn.jpg MTB-82 trolleybus number 57 photographed at the Nizhny Novgorod Museum of Electric Transport in 2005. Photo by Сергей Филатов [Sergei Filatov].]]

See also

{{Portal|Buses}}

{{commons category|GM Old Look buses}}

;United States

; Competing bus manufacturers

;Soviet Union

in Russian

  • ЗИС-154 (Russian Wikipedia: ZIS-154); [https://translate.google.com/translate?js=n&prev=_t&hl=en&ie=UTF-8&layout=2&eotf=1&sl=ru&tl=en&u=http%3A%2F%2Fru.wikipedia.org%2Fwiki%2FЗИС-154 English translation]
  • ЗИС-155 (Russian Wikipedia: ZIS-155); [https://translate.google.com/translate?js=n&prev=_t&hl=en&ie=UTF-8&layout=2&eotf=1&sl=ru&tl=en&u=http%3A%2F%2Fru.wikipedia.org%2Fwiki%2FЗИС-155 English translation]

References

{{reflist}}

Bibliography

  • Stauss, Ed (1988). The Bus World Encyclopedia of Buses, Woodland Hills, CA: Stauss Publications. {{ISBN|0-9619830-0-0}}.
  • Luke, William A. & Metler, Linda L. (2005). City Transit Buses of the 20th Century, Hudson, WI: Iconografix. {{ISBN|1-58388-146-8}}.
  • McKane, John H. & Squier, Gerald L. (2006). Welcome Aboard the GM New Look Bus, Hudson, WI: Iconografix. {{ISBN|1-58388-167-0}}.

External links

;U.S.A.

  • [https://www.omot.org Ohio Museum of Transportation], omot.org, retrieved on 2006-12-20.
  • [https://www.amcap.org/ The Antique Motor Coach Association of Pennsylvania], amcap.org, retrieved on 2006-12-22.
  • [http://www.coachbuilt.com/bui/g/gm/gm.htm Coachbuilt.com - General Motors Corporation], coachbuilt.com, retrieved on 2006-12-20.
  • [http://members.aol.com/busspot/main.html The Bus Spot], members.aol.com, retrieved on 2006-12-22.
  • [http://www.coachinfo.com/index.html Coach Information Network] {{Webarchive|url=https://web.archive.org/web/20181010142500/http://www.coachinfo.com/index.html |date=2018-10-10 }}, coachinfo.com, retrieved on 2006-12-23.

;U.S.S.R.

  • [http://museum.ruz.net/30bus/1949-zis155 Zis 155] (Moscow Museum of Passenger Transport: Autobus); [https://translate.google.com/translate?hl=en&sl=ru&u=http://museum.ruz.net/30bus/1949-zis155 English translation]
  • [https://archive.today/20121225043339/http://denisovets.narod.ru/zil/zilpages/zis154.html ZIS-154] - Soviet Old Look bus (in Russian) [https://translate.google.com/translate?js=n&prev=_t&hl=en&ie=UTF-8&layout=2&eotf=1&sl=ru&tl=en&u=http%3A%2F%2Fdenisovets.narod.ru%2Fzil%2Fzilpages%2Fzis154.html English translation]
  • [http://www.amo-zil.ru/english/history.html Official AMO ZiL Site: History]
  • [http://www.autogallery.org.ru/gzis.htm Oldtimer picture gallery: Trucks: ZiS]

{{General Motors buses}}

{{DEFAULTSORT:Gm Old-Look Transit Bus}}

Category:Buses of the United States

Transit bus

Category:Vehicles introduced in 1940

Category:Full-size buses