DINA (Part 2)
Wednesday, July 21, 2010
Fruit Pulps Versus Extracts
1960's (continued)
Mr. Gustavo Diaz Ordaz served as President of Mexico in the period from 1964 to 1970. During this period he was appointed Director of National Diesel Mr. Gustavo Solorzano.
DINA in 1968 began production of the NH and NT engines with Cummins technology. That same year he began making the 323-G1 Dina bus, Flxliner model replica of The Flxible Corporation. This model was popularly known Olimpico cone, since the market emerged in the year of the XIX Olympic Games held of the modern era in Mexico City.
The 323-G1 Dina had capacity for 41 passengers and was equipped with DD 8V-71 engine with maximum power of 318 HP, Fuller gearbox 5 speed and reverse.
Brochure provided by Robert L. Smith
The following photograph published the newspaper El Porvenir on March 16, 1968 shows an aerial view of National Diesel. In the background shows other plant in Ciudad Sahagun, were all state property.
1970's
In the seventies you start a new presidential term in Mexico (1970-1976), the Lic Luis Echeverria Alvarez. From 1970 to 1972, the Directorate General of DINA was given by Mr. Jesus Reyes Heroles.Posteriormente, Diesel Nacional, SA (DINA), Siderurgica Nacional SA (Siden) and Constructora Nacional de Carros de Ferrocarril, SA (CONCARRIL) were integrated into a single entity called Combined Industrial Sahagun (CIS). In 1972 he was assigned as its Director General Lic Kieger Emilio Vazquez.
The November 6, 1974 were inaugurated the facilities of National Automotive Maquiladora (MAN) installed in Escobedo, NL, in which before had been the National Automobile Factory, SA (FANAS) that will produce up to four Borgward car years ago. MAN was integrated into the CIS.
MAN
production was for the assembly of pickup trucks under the brand DINA models 1000, 3000 and 3200, all powered by International Model Scout. Later DINA trucks were manufactured with a body similar to Chevrolet Custom. MAN truck production ended in 1983.
In 1976 the incoming President of Mexico Mr. Jose Lopez Portillo (1976-1982) initially confirmed as Director of CIS to Mr. Kieger Vázquez. Shortly after Mr. López Portillo appointed as Director General Francisco Javier Alejo.
Later in 1979, during the same six years of Mr. Lopez Portillo, the CIS was restructured some companies became Somex Group under the direction of Mr. Mario Ramon Beteta and others Dieesel Nacional SA led by Mr. Ricardo Garcia Sainz.
1980's
In this decade were to happen events of great importance in the Mexican motor carriers. Other than in the early years of the same companies managed by the State (DINA and MASA) would monopolize the production of buses for foreign use.
Dina Buses in 1981 was 717 and MASS other foreign bus 484.
The unfair competition from those firms to sell their units below its real price and the sharp recession of 1982 "chasing" for private investment in this area, example of this was that the other large trucking , suspended TradeMe the manufacture of buses Sultana.
With the administration of President Mr. Miguel de la Madrid Hurtado (1982-1988), in December 1982 was appointed as Director Guillermo Arreola Becker Diesel Nacional, SA In 1986 Becker became the Directorate Arreola Siderúrgica Mexicana (Sidermex), taking its place Mosconi Mr. Humberto Castillo.
Since 1982 Diesel Nacional, SA (DINA) operated as an entity holding company and parent company, with participation in twelve companies in the automotive industry as a whole parastatal and exercising direct control over ten of them. Of these five came from the former DINA specialized divisions, three were transferred in previous years by the Group SOMEX and two were joint ventures with foreign companies.
industry DINA terminal comprised three companies: a) Bus Dina, SA de CV (DASA) dedicated to comprehensive foreign bus assembly class, b) Trucks Dina, SA de CA, (DICAS ) whose line was headed to the assembly of trucks and tractors; c) Mexicana de Autobuses, ASVC (MASA) is also dedicated to the assembly of integral buses, both second-class and urban and trolleybuses.
DASA in 1982 reduced production to 672 units completed in 1983 fell to 244 in 1984 achieved a slight recovery to produce 350. The years 1985 and 1986 were remarkable recovery to produce 787 and 689 units. However, this trend was interrupted in 1986, before the worsening economic downturn, inflation and the scarcity of credit, registering an unprecedented drop in domestic demand for vehicles. Such was the fall in the Annual Report of Work (1986-1987) of the company predicted production of only 157 units completed for 1987. It should make the observation that in the same report mentions that the installed capacity of 1.300 days was occupied units completed annually and to 1.158 workers in 1986.
The Olympic DINA continued in production with some slight changes to the late 1980's.
330-G5 model was equipped with DD 6V-92TA engine with maximum power of 330 HP, Spicer gearbox 5 speed and reverse.
330-G5 model was equipped with DD 6V-92TA engine with maximum power of 330 HP, Spicer gearbox 5 speed and reverse.
Brochure provided by Robert L. Smith
Of the 157 completed units planned for 1987, 97 were model 330 and 60 were of a new bus line identified as D-350 G-7 better known as the Avante.
The Dina Avante out of their defenses was a replica of the Eagle 15. The Avante was equipped with DD 6V-92TA engine, rated at 330 HP, gearbox Spicer 7-speed and reverse. The total length was 10 thousand 909 millimeters
Brochure provided by Robert L. Smith The Avante suffered changes in driving an emerging source Avante bus Plus.Otro introduced comprehensive foreign use in the late 1980's was the Dina Dorado. Below are the features and technical data Avante both Plus and the Dorado.
taken Tecnibuses Prospectus. Courtesy of Luis Manuel Robledo The Avante Plus had a length of 10 000 910 mm and capacity for 42 passengers, while Golden had a length of 12 thousand 180 mm up to 49 passengers. As a prime mover, the Avante was equipped with DDC Series 50 engine and engine DDC Dorado series 60.
At the end of this administration, Dina, who was born in Mexico auto giant had to face a very difficult situation to put him on the verge of bankruptcy. De540 foreign debt billion prevented him from having the resources to modernize its industrial plant and its models.
addition, the economic crisis reduced to almost zero demand for its main products (passenger and freight trucks and diesel engines).
Another serious problem was the lack of agreement between the company and union to modify its labor contracts and increase productivity.
Thus ended DINA the six years to produce 95 percent fewer trucks in 1981, 98 percent fewer buses and 90 percent less engines.
During that time staff was reduced from 14 thousand to 6 thousand 500 employees, equivalent to a plunge of 55 percent.
85 percent of its installed capacity was unused due to lack of maintenance and repairs and start-up could cost up to $ 200 million.
For these reasons, the federal government chose to sell the company to losses take heavy investment that would be required to make it produce, which will have to make the Private Sector,''said A source close to the parastatal group.
Between 1987 and 1988 Dina sold three of its divisions to the private sector. Dina The Cummins engine plant, was sold to the foreign partner, the American company Cummins.
Rockwell Dina, a supplier of heavy transport industry was transferred to the Monterrey industrial Lozano Rodolfo Barrera, former director general of the group Cemex.
Mexicana de Autobuses, who was about to be liquidated for lack of orders to manufacture passenger trucks, was sold to Samuel Wigisser Karpul carrier.
Already during the presidency of the Republic in charge of Mr. Carlos Salinas de Gortari (1988-1994). In August 1989, were put up for tender in one package 4 of the companies that once were part of DINA. These companies were DASA, tips, Dina Automotive Plastics, SA de CV (PADS) and Dina Motors, SA de CV (DIMOTSA).
The October 31, 1989 the four companies were sold to Consorcio G is a group of Mexican businessmen based in Guadalajara, Jal., Then headed by Mr. Omar Raymundo Gómez Flores. Thus ends this stage of 38 years in the DINA was a company controlled by Mexican state.
Pedrola
Ernesto Moya, was recruited from a financial services company City Mexico and appointed General Director of the DINA privatized.
So far the second part of this work.
To make this second newspaper sources were consulted, including the newspapers El Porvenir (Monterrey, NL), El Norte (Monterrey, NL) and The Reporter (Guadalajara, Jal.). We also recorded DINA Annual Report 1986-1987. The brochures are listed in this second part I was provided by Robet L. Smith and Luis Manuel Robledo
Any questions or doubts I'm here to serve
José Ramírez Lozano Monterrey, NL Mexico.
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