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UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
FORM 10-K
(X) ANNUAL REPORT PURSUANT TO SECTION 13 OR 15 (d) OF THE
SECURITIES EXCHANGE ACT OF 1934 (FEE REQUIRED)
For the fiscal year ended October 31, 2002
OR
( ) TRANSITION REPORT PURSUANT TO SECTION 13 or 15(d) OF THE
SECURITIES EXCHANGE ACT OF 1934 (FEE REQUIRED)
For the transition period from To
Commission file number 1-9618
N A V I S T A R I N T E R N A T I O N A L C O R P O R A T I O N
---------------------------------------------------------------
(Exact name of registrant as specified in its charter)
Delaware 36-3359573
- ----------------------------------------- ------------------------------------
(State or other jurisdiction of (I.R.S. Employer
incorporation or organization) Identification No.)
4201 Winfield Road, P.O. Box 1488, Warrenville, Illinois 60555
- -------------------------------------------------------- ------------------------------------
(Address of principal executive offices) (Zip Code)
Registrant's telephone number, including area code (630) 753-5000
Securities registered pursuant to Section 12(b) of the Act:
Name of Each Exchange
Title of Each Class on Which Registered
- ----------------------------------------- -----------------------------------
Common stock, par value $0.10 per share New York Stock Exchange
Chicago Stock Exchange
Pacific Exchange
Cumulative convertible junior preference stock,
Series D (with $1.00 par value per share) New York Stock Exchange
Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13
or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months and (2) has been subject to such
filing requirements for the past 90 days. Yes X No ___
----
Indicate by check mark if disclosure of delinquent filers pursuant to Item 405 of Regulation S-K is not
contained herein, and will not be contained, to the best of registrant's knowledge, in definitive proxy or
information statements incorporated by reference in Part III of this Form 10-K or any amendment to this Form
10-K. [ ]
As of November 29, 2002, the aggregate market value of common stock held by non-affiliates of the registrant
was $2,105,550,705.
As of November 29, 2002, the number of shares outstanding of the registrant's common stock was 68,229,122.
Documents Incorporated by Reference
-----------------------------------
Portions of the Proxy Statement to be delivered to shareowners in connection with the 2003 Annual Meeting of
Shareowners (Part III)
Navistar Financial Corporation 2002 Annual Report on Form 10-K (Part IV)
NAVISTAR INTERNATIONAL CORPORATION
FORM 10-K
Year Ended October 31, 2002
INDEX
Page
----
PART I
Item 1. Business............................................................................... 3
Executive Officers of the Registrant................................................... 10
Item 2. Properties............................................................................. 11
Item 3. Legal Proceedings...................................................................... 11
Item 4. Submission of Matters to a Vote of Security Holders.................................... 12
PART II
Item 5. Market for the Registrant's Common Equity and Related Stockholder Matters.............. 12
Item 6. Selected Financial Data................................................................ 12
Item 7. Management's Discussion and Analysis of Financial Condition
and Results of Operations........................................................... 13
Item 7A. Quantitative and Qualitative Disclosures about Market Risk............................. 29
Item 8. Financial Statements and Supplementary Data............................................ 30
Item 9. Changes in and Disagreements with Accountants on Accounting
and Financial Disclosure............................................................ 79
PART III
Item 10. Directors and Executive Officers of the Registrant..................................... 79
Item 11. Executive Compensation................................................................. 79
Item 12. Security Ownership of Certain Beneficial Owners and Management......................... 79
Item 13. Certain Relationships and Related Transactions......................................... 80
Item 14. Controls and Procedures................................................................ 81
PART IV
Item 15. Exhibits, Financial Statement Schedules and Reports on Form 8-K........................ 82
SIGNATURES
Principal Accounting Officer...................................................................... 84
Directors ........................................................................................ 85
POWER OF ATTORNEY.................................................................................... 85
CERTIFICATIONS....................................................................................... 87
INDEPENDENT AUDITORS' REPORT ON FINANCIAL STATEMENT SCHEDULE......................................... 89
INDEPENDENT AUDITORS' CONSENT........................................................................ 89
SCHEDULE ............................................................................................ F-1
EXHIBITS ............................................................................................ E-1
2
PART I
ITEM 1. BUSINESS
Navistar International Corporation was incorporated under the laws of the state of Delaware in 1993 and is a
holding company. Its principal operating subsidiary is International Truck and Engine Corporation
(International). As used hereafter, "Navistar" or "company" refers to Navistar International Corporation and its
consolidated subsidiaries.
Navistar operates in three principal industry segments: truck, engine (collectively called "manufacturing
operations") and financial services. The company's truck segment is engaged in the manufacture and marketing of
Class 5 through 8 trucks, including school buses (however, the company is not currently participating in the Class
5 truck market). The company's engine segment is engaged in the design and manufacture of mid-range diesel
engines. The truck segment operates primarily in the United States (U.S.) and Canada as well as in Mexico and
other selected export markets while the engine segment operates in the U.S., Brazil and Argentina. Based on
assets and revenues, the truck and engine segments represent the majority of the company's business activities.
The financial services operations consist of Navistar Financial Corporation (NFC) and the company's foreign
finance and insurance subsidiaries. NFC's domestic insurance subsidiary, Harco National Insurance Company
(Harco), was sold on November 30, 2001. See Note 11 to the Financial Statements, which is included in Item 8.
Industry and geographic segment data for 2002, 2001 and 2000 is summarized in Note 16 to the Financial Statements,
which is included in Item 8.
DISCONTINUED OPERATIONS
On October 29, 2002, the company announced its decision to exit the domestic truck business in Brazil
effective October 31, 2002. The financial results for this business have been classified as discontinued
operations on the Statement of Income in accordance with Statement of Financial Accounting Standards No. 144,
"Accounting for the Impairment or Disposal of Long-Lived Assets." Financial and operating data reported in this
Business Section has been restated to reflect the discontinuance of this operation for all periods presented. For
further information, see Note 12 to the Financial Statements, which is included in Item 8.
PRODUCTS AND SERVICES
The following table illustrates the percentage of the company's sales of products and services by product
line based on dollar amount:
YEARS ENDED OCTOBER 31
----------------------
PRODUCT LINE 2002 2001 2000
- ------------ ---- ---- ----
Class 5, 6 and 7 medium trucks
and school buses.......................... 30% 36% 34%
Class 8 heavy trucks........................... 28% 21% 32%
Truck service parts............................ 12% 12% 9%
-------- -------- -------
Total truck............................. 70% 69% 75%
Engine (including service parts) .............. 26% 26% 21%
Financial services............................. 4% 5% 4%
-------- -------- -------
Total.................................... 100% 100% 100%
======== ======== ========
3
PRODUCTS AND SERVICES (continued)
The truck segment manufactures and distributes a full line of diesel-powered trucks and school buses
in the common carrier, private carrier, government/service, leasing, construction, energy/petroleum and
student transportation markets. The truck segment also provides customers with proprietary products
needed to support the International® truck and the IC™ bus lines, together with a wide selection of other standard
truck and trailer aftermarket parts. The company offers diesel-powered trucks and school buses because of
their improved fuel economy, ease of serviceability and greater durability over gasoline-powered vehicles.
The truck and bus manufacturing operations in the U.S., Canada and Mexico consist principally of the assembly
of components manufactured by its suppliers, although the company produces its own mid-range diesel truck engines,
sheet metal components (including cabs) and miscellaneous other parts.
The engine segment designs and manufactures diesel engines for use in the company's Class 5, 6 and 7 medium
trucks, school buses and selected Class 8 heavy truck models, and for sale to original equipment manufacturers
(OEMs) in the U.S., Mexico and Brazil. This segment also sells engines for industrial, agricultural and marine
applications. In addition, the engine segment provides customers with proprietary products needed to support the
International® engine lines, together with a wide selection of other standard engine and aftermarket parts. In
January 2001, Navistar acquired the remaining 50% interest of Maxion International Motores, S.A. (Maxion), the
largest producer of diesel engines in South America. The company changed the name of the new wholly owned
subsidiary to International Engines South America and it will produce the current Maxion products in addition to
the Navistar 7.3 liter (7.3L) V-8 Turbo Diesel Engine. Based upon information published by R.L. Polk & Company,
diesel-powered Class 5, 6 and 7 medium truck and bus shipments represented 95% of all medium truck and bus
shipments for fiscal 2002 in the U.S. and Canada.
The financial services segment provides retail, wholesale and lease financing of products sold by the truck
segment and its dealers within the U.S. and Mexico as well as the company's wholesale accounts and selected retail
accounts receivable. NFC's domestic insurance subsidiary, which was sold on November 30, 2001, provided
commercial physical damage and liability insurance to the truck segment's dealers and retail customers and to the
general public through an independent insurance agency system. The foreign finance subsidiaries' primary business
is to provide wholesale, retail and lease financing to the Mexican operations' dealers and retail customers.
THE MEDIUM AND HEAVY TRUCK INDUSTRY
The markets in which Navistar competes are subject to considerable volatility as they move in response to
cycles in the overall business environment and are particularly sensitive to the industrial sector, which
generates a significant portion of the freight tonnage hauled. Government regulation has impacted and will
continue to impact trucking operations and the efficiency and specifications of equipment.
The following table shows industry retail deliveries in the combined U.S. and Canadian markets for the five
years ended October 31, in thousands of units:
2002 2001 2000 1999 1998
---- ---- ---- ---- ----
Class 5, 6 and 7 medium trucks
and school buses................... 125.0 149.0 181.7 179.5 160.0
Class 8 heavy trucks.................... 163.3 163.7 258.3 286.0 232.0
----- ----- ----- ----- -----
Total.............................. 288.3 312.7 440.0 465.5 392.0
===== ===== ===== ===== =====
Source: Monthly data derived from materials produced by Ward's Communications in the U.S. and the Canadian
Vehicle Manufacturers Association.
4
THE MEDIUM AND HEAVY TRUCK INDUSTRY (continued)
Industry retail deliveries of Class 5 through 8 trucks and school buses in the Mexican market were 21,900
units, 28,600 units and 32,900 units in 2002, 2001 and 2000, respectively, based on monthly data provided by the
Associacion Nacional de Productores de Autobuses, Camiones y Tractocamiones.
The Class 5 through 8 truck markets in the U.S., Canada and Mexico are highly competitive. Major U.S.
domestic competitors include PACCAR, Ford and General Motors, as well as foreign-controlled domestic
manufacturers, such as Freightliner, Sterling and Western Star (DaimlerChrysler) and Volvo and Mack (Volvo
GlobalTrucks). In addition, manufacturers from Japan such as Hino (Toyota), Isuzu, Nissan and Mitsubishi are
competing in the U.S. and Canadian markets. In Mexico, the major domestic competitors are Kenmex (PACCAR) and
Mercedes (DaimlerChrysler). The intensity of this competition results in price discounting and margin pressures
throughout the industry. In addition to the influence of price, market position is driven by product quality,
engineering, styling, utility and distribution.
From October 31, 2002, the company's truck segment currently estimates $130 million in capital spending and
$70 million in development expense through 2005 for the continued development of its high performance vehicles.
The line of products previously referred to as next generation vehicles is now being referred to as high
performance vehicles.
TRUCK MARKET SHARE
The company delivered 74,300 Class 5 through 8 trucks, including school buses, in the U.S. and Canada in
fiscal 2002, a decrease of 10% from the 82,400 units delivered in 2001. This decline closely parallels the
overall industry drop of 8% during this period. Navistar's market share in the combined U.S. and Canadian Class 5
through 8 truck market in 2002 decreased to 25.8% from 26.3% in 2001.
The company delivered 7,400 Class 5 through 8 trucks, including school buses, in Mexico in 2002, a 17%
decrease from the 8,900 units delivered in 2001. Navistar's combined share of the Class 5 through 8 truck market
in Mexico was 33.8% in 2002 and 31.2% in 2001.
MARKETING AND DISTRIBUTION
Navistar's truck products are distributed in virtually all key markets in the U.S. and Canada. The company's
truck distribution and service network in these countries was composed of 872, 882 and 888 dealers and retail
outlets at October 31, 2002, 2001 and 2000, respectively. Included in these totals were 502, 505 and 494
secondary and associate locations at October 31, 2002, 2001 and 2000, respectively. The company also has a dealer
network in Mexico composed of 70 dealer locations at October 31, 2002 and 2001, and 68 dealer locations at
October 31, 2000.
Retail dealer activity is supported by three regional operations in the U.S. and general offices in Canada
and Mexico. The company has a national account sales group, responsible for 80 major U.S. national account
customers. Navistar's network of 15 Used Truck Centers in the U.S. provides trade-in support to the company's
dealers and national accounts group, and markets all makes and models of reconditioned used trucks to
owner-operators and fleet buyers.
In the U.S. and Canada, the company operates seven regional parts distribution centers, which allow it to
offer 24-hour availability and same day shipment of the parts most frequently requested by customers. The company
also operates a parts distribution center in Mexico.
5
ENGINE AND FOUNDRY
Navistar is the leading supplier of mid-range diesel engines in the 160-300 horsepower range according to
data supplied by PowerSystems Research of Minneapolis, Minnesota. The company's diesel engines are sold under
the International® brand as well as produced for other OEMs, principally Ford Motor Company (Ford).
Navistar has an agreement to supply its 7.3L electronically controlled diesel engine to Ford through the year
2002 for use in all of Ford's diesel-powered light trucks and vans in North America. Shipments to Ford account
for approximately 95% of the engine segment's 7.3L shipments. Total engine units shipped reached 375,500 in 2002,
5% lower than the 394,300 units shipped in 2001. The company's shipments of engines to OEMs totaled 315,100 units
in 2002, a decrease of 3% from the 324,900 units shipped in 2001. During 1997, Navistar entered into a 10-year
agreement, effective with model year 2003, to supply Ford with a successor engine to the current 7.3L product for
use in its diesel-powered super duty trucks and vans (over 8,500 lbs. gross vehicle weight (GVW)) in North
America.
From October 31, 2002, the company's engine segment currently estimates $110 million in capital spending and
$360 million in development expense through 2005 primarily for the next generation diesel program as well as other
new engine projects.
FINANCIAL SERVICES
NFC is a commercial financing organization that provides wholesale, retail and lease financing for sales of
new and used trucks sold by the company and its dealers in the U.S. NFC also finances the company's wholesale
accounts and selected retail accounts receivable. Sales of new products (including trailers) of other
manufacturers are also financed regardless of whether designed or customarily sold for use with the company's
truck products. During 2002 and 2001, NFC provided wholesale financing for 96% of the new truck units sold by the
company to its dealers and distributors in the U.S., and retail and lease financing for 19% and 15%, respectively,
of all new truck units sold or leased by the company to retail customers.
NFC's wholly owned domestic insurance subsidiary, Harco, provided commercial physical damage and liability
insurance coverage to the company's dealers and retail customers and to the general public through an independent
insurance agency system. On November 30, 2000, NFC's board of directors approved a plan to sell Harco, as further
described in Note 11 to the Financial Statements. On November 30, 2001, NFC completed the sale of all of the
stock of Harco to IAT Reinsurance Syndicate Ltd., a Bermuda reinsurance company for approximately $63 million in
cash.
Navistar's wholly owned subsidiaries, Arrendadora Financiera Navistar, S.A. de C.V., Servicios Financieros
Navistar, S.A. de C.V. and Navistar Comercial, S.A. de C.V., provide wholesale, retail and lease financing to the
truck segment's dealers and retail customers in Mexico.
Harbour Assurance Company of Bermuda Limited, a wholly owned subsidiary of the company, offers a variety of
programs to the company, including general liability insurance, ocean cargo coverage for shipments to and from
foreign distributors and reinsurance coverage for various company policies.
IMPORTANT SUPPORTING OPERATIONS
International Truck and Engine Corporation Canada has an agreement with a subsidiary of General Electric
Capital Canada, Inc. to provide financing for Canadian dealers and customers.
RESEARCH AND DEVELOPMENT
Research and development activities, which are directed toward the introduction of new products and major
improvements of existing products and processes used in their manufacture, totaled $218 million, $213 million and
$226 million for 2002, 2001 and 2000, respectively.
6
BACKLOG
The company's worldwide backlog of unfilled truck orders (subject to cancellation or return in certain
events) at October 31, 2002, 2001 and 2000, was $1,080 million, $1,107 million and $1,258 million, respectively.
All of the backlog at October 31, 2002, is expected to be filled within the next fiscal year.
Although the backlog of unfilled orders is one of many indicators of market demand, other factors such as
changes in production rates, available capacity, new product introductions and competitive pricing actions may
affect point-in-time comparisons.
EMPLOYEES
Worldwide employees at the company totaled 16,500 individuals at October 31, 2002 and 2001, and 17,000
individuals at October 31, 2000.
LABOR RELATIONS
As of October 31, 2002, the United Automobile, Aerospace and Agricultural Implement Workers of America (UAW)
represented 5,700 of the company's active employees in the U.S., and the National Automobile, Aerospace and
Agricultural Implement Workers of Canada (CAW) represented 1,000 of the company's active employees in Canada.
Other unions represented 2,300 of the company's active employees in the U.S. and Mexico. The company's master
contract with the UAW expires on September 30, 2007. The collective bargaining agreement with the CAW expires on
June 4, 2004.
PATENTS AND TRADEMARKS
Navistar continuously obtains patents on its inventions and owns a significant patent portfolio.
Additionally, many of the components, which Navistar purchases for its products, are protected by patents that are
owned or controlled by the component manufacturer. Navistar has licenses under third-party patents relating to
its products and their manufacture and grants licenses under its patents. The monetary royalties paid or received
under these licenses are not significant. No particular patent or group of patents is considered by the company
to be essential to its business as a whole. See Item 3, Legal Proceedings, for discussion regarding various
claims and controversies between the company and Caterpillar, Inc. (Caterpillar).
Navistar's primary trademarks are an important part of its worldwide sales and marketing efforts and provide
instant identification of its products and services in the marketplace. To support these efforts, Navistar
maintains, or has pending, registrations of its primary trademarks in those countries in which it does business or
expects to do business.
RAW MATERIALS AND ENERGY SUPPLIES
The company purchases raw materials, parts and components from numerous outside suppliers, but relies upon
some suppliers for a substantial number of components for its truck and engine products. A majority of the
company's requirements for parts and components is filled by single-source suppliers.
The impact of an interruption in supply will vary by commodity. Some parts are generic to the industry while
others are of a proprietary design requiring unique tooling, which would require time to recreate. However, the
company's exposure to a disruption in production as a result of an interruption of raw materials and supplies is
no greater than the industry as a whole. In order to remedy any losses resulting from an interruption in supply,
the company maintains contingent business interruption insurance for storms, fire and water damage.
7
RAW MATERIALS AND ENERGY SUPPLIES (continued)
While the company believes that it has adequate assurances of continued supply, the inability of a supplier
to deliver could have an adverse effect on production at certain of the company's manufacturing locations. The
company's exposure in Mexico and Brazil to an interruption in local supply could result in an inability to meet
local content requirements.
Navistar is currently meeting demand for International(R)engines, for both International(R)truck and other
OEMs. There are currently no engine component supplier capacity issues. The expansion of engine capacity in
Brazil and in Huntsville, Alabama, should enable Navistar to meet any future external customer needs in the light
truck diesel market for the foreseeable future.
IMPACT OF GOVERNMENT REGULATION
Truck and engine manufacturers continue to face significant governmental regulation of their products,
especially in the areas of environment and safety. The company believes its products comply with all applicable
environmental and safety regulations.
As a diesel engine manufacturer, the company has incurred research, development and tooling costs to design
its engine product lines to meet United States Environmental Protection Agency (U.S. EPA) and California Air
Resources Board (CARB) emission requirements that will come into effect after 2002. The company is currently
providing engines that satisfy CARB's 2002 emission standards for engines used in vehicles from 8,501 to 14,000
lbs. GVW, and intends to provide heavy duty engines that comply with more stringent CARB and U.S. EPA emission
standards for 2004 and later model years. At the same time, Navistar expects to be able to meet all of the
obligations it agreed to in the Consent Decree entered into July 1999 with the U.S. EPA and in a Settlement
Agreement with CARB concerning alleged excess emissions of nitrogen oxides.
In 2001, the U.S. EPA enacted new emission standards for heavy duty engines and low sulfur diesel fuel
requirements for 2007 and later model years. The company actively participated in this rulemaking to ensure that
the rules are technologically feasible. Other companies and parties, including International, had filed suit in
Federal Court both contesting and supporting these rules. The company participated in these lawsuits to ensure
that issues and concerns that may affect its products and development are addressed. In 2002, the Federal Court
of Appeals for the District of Columbia reaffirmed the rules, ensuring that low sulfur diesel fuel will be
required in the U.S. beginning in 2006. International supports this Court's decision.
In 1999, the U.S. EPA and CARB promulgated new emission standards for light duty diesel engines which cover
the company's new light duty V-6 diesel engines. On the basis of available technology, compliance with these
standards in 2007 is dependent upon the availability of low sulfur diesel fuel which is the subject of the U.S.
EPA's 2007 rulemaking. However, the company believes that CARB has exceeded its statutory authority in
promulgating these emission standards, and in November 1999 filed suit to overturn them. Although a California
state court's decision upheld these emission standards, the company does not believe this decision will have a
material effect on its financial condition or operating results.
Canadian and Mexican heavy duty engine emission regulations essentially mirror those of the U.S. EPA, except
that compliance in Mexico is conditioned on availability of low sulfur diesel fuel. The company's engines comply
with emission regulations of Argentina, Brazil, Canada and Mexico.
8
IMPACT OF GOVERNMENT REGULATION (continued)
Truck manufacturers are also subject to various noise standards imposed by federal, state and local
regulations. The engine is one of a truck's primary noise sources, and the company, therefore, works closely with
OEMs to develop strategies to reduce engine noise. The company is also subject to the National Traffic and Motor
Vehicle Safety Act (Safety Act) and Federal Motor Vehicle Safety Standards (Safety Standards) promulgated by the
National Highway Traffic Safety Administration. The company believes it is in compliance with the Safety Act and
the Safety Standards.
Expenditures to comply with various environmental regulations relating to the control of air, water and land
pollution at production facilities and to control noise levels and emissions from the company's products have not
been material except for two sites formerly owned by the company: Wisconsin Steel in Chicago, Illinois, and Solar
Turbine in San Diego, California. In 1994, Navistar recorded a $20 million after-tax charge as a loss from
discontinued operations for environmental liabilities and cleanup cost at these two sites. It is not expected
that the costs of compliance with foreseeable environmental requirements will have a material effect on the
company's financial condition or operating results.
AVAILABLE INFORMATION
The company maintains a website with the address www.internationaldelivers.com. The company is not including
-----------------------------
the information contained on the company's website as a part of, or incorporating it by reference into, this
Annual Report on Form 10-K. The company makes available free of charge (other than an investor's own Internet
access charges) through its website its Annual Report on Form 10-K, quarterly reports on Form 10-Q and current
reports on Form 8-K, and amendments to these reports, as soon as reasonably practicable after the company
electronically files such material with, or furnishes such material to, the Securities and Exchange Commission.
In addition, the company intends to disclose on its website any amendments to, or waivers from, its code of ethics
that are required to be publicly disclosed pursuant to rules of the Securities and Exchange Commission.
9
EXECUTIVE OFFICERS OF THE REGISTRANT
The following selected information for each of the company's current executive officers (as defined by regulations
of the Securities and Exchange Commission) was prepared as of December 10, 2002.
NAME AGE OFFICERS AND POSITIONS WITH NAVISTAR AND OTHER INFORMATION
---- --- ----------------------------------------------------------
John R. Horne.............. 64 Chairman since 1996 and Chief Executive Officer since 1995 and a Director since
1990. Mr. Horne was also President from 1990 to April 2002. Mr. Horne
also is Chairman and Chief Executive Officer of International since April
2002. Prior to this, Mr. Horne served as President and Chief Executive
Officer, 1995-1996, President and Chief Operating Officer, 1990-1995.
Robert C. Lannert.......... 62 Vice Chairman since 2002 and Chief Financial Officer since 1990 and a Director
since 1990. Mr. Lannert was also Executive Vice President from 1990 to
2002. Mr. Lannert also is Executive Vice President and Chief Financial
Officer of International since 1990 and a Director since 1987.
Daniel C. Ustian........... 52 President and Chief Operating Officer since April 2002. Mr. Ustian also is
President and Chief Operating Officer of International since April 2002.
Mr. Ustian was also President of the Engine Group of International from
1999 to 2002. Prior to this, Mr. Ustian served as Group Vice President
and General Manager of Engine and Foundry, 1993-1999; and Vice President of
Manufacturing and Director of Finance in the Engine and Foundry Division.
John J. Bongiorno.......... 64 President of the Financial Services Group of International since 1999; President
and Chief Executive Officer of Navistar Financial Corporation since 1984.
Prior to this, Mr. Bongiorno served as Vice President, Operations for
Navistar Financial Corporation, 1981-1984.
Richard J. Fotsch.......... 47 President of the Engine Group of International since April 2002. Prior to
International, Mr. Fotsch served as Senior Vice President, Briggs and
Stratton, Power Products Group, 2001-2002; Senior Vice President and
General Manager, 1999 to 2001; Senior Vice President, 1999; Senior Vice
President - Engine Group, 1997 - 1999; and Vice President and General
Manager, Small Engine Division, 1990 - 1997.
J. Steven Keate............ 46 President of the Truck Group of International since 1999. Prior to this, Mr.
Keate served as Group Vice President and General Manager of International's
heavy vehicle center, 1997-1999; and Vice President and Controller of
International, 1995-1997. Prior to International, Mr. Keate served as Vice
President and Controller of General Dynamics.
Robert A. Boardman......... 55 Senior Vice President and General Counsel since 1990. Mr. Boardman also is
Senior Vice President and General Counsel of International since 1990.
Pamela J. Hamilton......... 52 Senior Vice President, Human Resources and Administration since 1998. Prior to
this, Ms. Hamilton served as Senior Vice President, Human Resources,
Environment Health and Safety and Government Relations of W.R. Grace and
Company, 1993-1998.
Thomas M. Hough............ 57 Vice President and Treasurer since 1992. Mr. Hough also is Vice President and
Treasurer of International since 1992.
Mark T. Schwetschenau...... 46 Vice President and Controller since 1998. Mr. Schwetschenau also is Vice
President and Controller of International since 1998. Prior to this, Mr.
Schwetschenau served as Vice President, Finance, Quaker Foods Division,
Quaker Oats Company, 1995-1997.
Robert J. Perna............ 38 Corporate Secretary since 2001. Mr. Perna also is General Attorney, Finance and
Securities, of International since 2001. Prior to this, Mr. Perna served
as Associate General Counsel, General Electric Railcar Services
Corporation, a subsidiary of GE Capital Corp., 2000-2001; Senior Counsel,
Finance and Securities, of International, 1997-2000; and Senior Attorney,
Finance and Securities, 1996-1997.
10
ITEM 2. PROPERTIES
In North America, the company operates 12 manufacturing and assembly operations, which contain approximately
12 million square feet of floor space. Of these 12 facilities, ten plants are owned and two are subject to
long-term leases. Seven plants manufacture and assemble trucks and five plants are used by the company's engine
segment. Of these five plants, three manufacture diesel engines, one manufactures grey iron castings and one
manufactures ductile iron castings. In addition, the company owns or leases other significant properties in the
U.S. and Canada including vehicle and parts distribution centers, sales offices and two engineering centers, which
serve the company's truck and engine segments, and its headquarters which is located in Warrenville, Illinois. In
addition, the company owns and operates a manufacturing plant in both Brazil and Argentina, which contain a total
of 500,000 square feet of floor space for use by the company's South American engine subsidiary.
The truck segment's principal research and engineering facility is located in Fort Wayne, Indiana, and the
engine segment's facility is located in Melrose Park, Illinois. In addition, certain research is conducted at
each of the company's manufacturing plants.
All of the company's plants are being utilized and have been adequately maintained, are in good operating
condition and are suitable for its current needs through productive utilization of the facilities. These
facilities, together with planned capital expenditures, are expected to meet the company's manufacturing needs in
the foreseeable future.
A majority of the activity of the financial services operations is conducted from its leased headquarters in
Rolling Meadows, Illinois. The financial services operations also lease two other office locations in the U.S.
and one in Mexico.
ITEM 3. LEGAL PROCEEDINGS
The company and its subsidiaries are subject to various claims arising in the ordinary course of business,
and are parties to various legal proceedings that constitute ordinary routine litigation incidental to the
business of the company and its subsidiaries. In the opinion of the company's management, none of these
proceedings or claims are material to the business or the financial condition of the company.
Various claims and controversies have arisen between the company and its former fuel system supplier,
Caterpillar, regarding the ownership and validity of certain patents covering fuel system technology used in the
company's new version of diesel engines that were introduced in February 2002. In June 1999, in Federal Court in
Peoria, Illinois, Caterpillar sued Sturman Industries, Inc. (Sturman), the company's joint venture partner in
developing fuel system technology, alleging that technology invented and patented by Sturman and licensed to the
company, belongs to Caterpillar. After a trial, on July 18, 2002, the jury returned a verdict in favor of
Caterpillar finding that this technology belongs to Caterpillar under a prior contract between Caterpillar and
Sturman. Sturman is seeking to set aside the verdict and will appeal any adverse judgment. The company intends
to cooperate in these efforts. The company believes that Caterpillar may assert claims against the company
regarding this and other aspects of fuel system technology that it may claim is used in the company's new engines.
In January 2002, Caterpillar sued the company in the Circuit Court in Peoria County, Illinois, and the company
counter claimed against Caterpillar each alleging the other breached the purchase agreement pursuant to which
Caterpillar supplied fuel systems for the company's prior version of diesel engines. The alleged breaches involve
Caterpillar's refusal to supply the new fuel system and the company's subsequent replacement of Caterpillar as the
supplier of such systems for the company's new version of diesel engines. The company believes that it has
meritorious defenses to any such claims Caterpillar has asserted or may assert against the company and will defend
vigorously any such actions. Based upon the information developed to date, the company believes that the
proceedings or claims will not have a material adverse impact on the business, results of operations or financial
condition of the company.
11
ITEM 4. SUBMISSION OF MATTERS TO A VOTE OF SECURITY HOLDERS
No matters were submitted to a vote of security holders during the three months ended October 31, 2002.
PART II
ITEM 5. MARKET FOR THE REGISTRANT'S COMMON EQUITY
AND RELATED STOCKHOLDER MATTERS
Navistar International Corporation common stock is listed on the New York Stock Exchange, the Chicago Stock
Exchange and the Pacific Exchange under the abbreviated stock symbol "NAV." Information regarding high and low
market price per share of common stock for each quarter of 2002 and 2001 is included in Note 23 to the Financial
Statements on page 75. There were approximately 30,900 holders of record of common stock at October 31, 2002.
Holders of common stock are entitled to receive dividends when and as declared by the board of directors out
of funds legally available therefor, provided that, so long as any shares of the company's preferred stock and
preference stock are outstanding, no dividends (other than dividends payable in common stock) or other
distributions (including purchases) may be made with respect to the common stock unless full cumulative dividends,
if any, on the shares of preferred stock and preference stock have been paid. Under the General Corporation Law
of the State of Delaware, dividends may only be paid out of surplus or out of net profits for the fiscal year in
which the dividend is declared or the preceding fiscal year, and no dividend may be paid on common stock at any
time during which the capital of outstanding preferred stock or preference stock exceeds the net assets of the
company.
The company has not paid cash dividends on the common stock since 1980. The company does not expect to pay
cash dividends on the common stock in the foreseeable future, and is subject to restrictions under the indentures
for the $250 million 8% Senior Subordinated Notes, the $400 million 9 3/8% Senior Notes and the $19 million 9.95%
Senior Notes on the amount of cash dividends the company may pay. Navistar Financial Corporation is subject to
certain restrictions under its revolving credit facility which may limit its ability to pay dividends to
International.
ITEM 6. SELECTED FINANCIAL DATA
This information is included in the table "Five-Year Summary of Selected Financial and Statistical Data" on
page 76 of this Form 10-K.
12
ITEM 7. MANAGEMENT'S DISCUSSION AND ANALYSIS OF
FINANCIAL CONDITION AND RESULTS OF OPERATIONS
Certain statements under this caption that are not purely historical constitute "forward-looking statements"
under the Private Securities Litigation Reform Act of 1995 and involve risks and uncertainties. These
forward-looking statements are based on current management expectations as of the date made. The company assumes
no obligation to update any forward-looking statements. Navistar International Corporation's actual results may
differ significantly from the results discussed in such forward-looking statements. Factors that might cause such
a difference include, but are not limited to, those discussed under the captions "Restructuring and Other
Non-recurring Charges" and "Business Environment." Additional information regarding factors that could cause
actual results to differ materially from those in the forward-looking statements is contained from time to time in
the company's filings with the Securities and Exchange Commission.
Navistar International Corporation is a holding company and its principal operating subsidiary is
International Truck and Engine Corporation (International). In this discussion and analysis, "company" or
"Navistar" refers to Navistar International Corporation and its consolidated subsidiaries. Navistar operates in
three principal industry segments: truck, engine (collectively called "manufacturing operations") and financial
services. The company's truck segment is engaged in the manufacture and marketing of Class 5 through 8 trucks,
including school buses (however, the company is not currently participating in the Class 5 truck market). The
truck segment also provides customers with proprietary products needed to support the International(R)truck and IC(TM)
bus lines, together with a wide selection of other standard truck and trailer aftermarket parts. The truck segment
operates primarily in the United States (U.S.) and Canada as well as in Mexico and other selected export markets.
The company's engine segment is engaged in the design and manufacture of mid-range diesel engines. The engine
segment also provides customers with proprietary products needed to support the International(R)engine lines,
together with a wide selection of other standard engine and aftermarket parts. The engine segment operates in the
U.S., Brazil and Argentina. The financial services segment provides wholesale, retail and lease financing for
sales of trucks sold by the company and its dealers in the U.S. and Mexico. The financial services segment
operates in the U.S., Mexico and Bermuda.
The discussion and analysis reviews the operating and financial results, and liquidity and capital resources
of the manufacturing and financial services operations. Manufacturing operations reflect the financial results of
the financial services operations included on a one-line basis under the equity method of accounting. Financial
services operations include Navistar Financial Corporation (NFC) and the company's foreign finance and insurance
subsidiaries. See Note 1 to the Financial Statements.
RESULTS OF OPERATIONS
The company reported a net loss of $536 million for 2002, or a loss of $8.88 per diluted common share and a
loss of $23 million for 2001, or a loss of $0.39 per diluted common share. Net income was $159 million, or $2.58
per diluted common share in 2000. Net income (loss) in 2002 and 2000 included after-tax corporate restructuring
and other non-recurring charges of $344 million and $190 million, respectively. Net income (loss) for all periods
presented also included the effect of discontinued operations due to the company's decision to exit the Brazilian
domestic truck market. The loss from discontinued operations for 2002, 2001 and 2000 was $60 million, $14 million
and $15 million, respectively. The loss from continuing operations before the restructuring and other
non-recurring charges, net of tax, for 2002 was $132 million, or a loss of $2.18 per diluted common share. The
comparable number for 2001 was a loss of $9 million, or a $0.15 loss per diluted common share.
The company's manufacturing operations reported a loss from continuing operations before income taxes of $850
million in 2002 and $133 million in 2001 compared with pre-tax income of $154 million in 2000. Pre-tax income
(loss) from continuing operations for the manufacturing operations was reduced (increased) $542 million, $14
million and $287 million in 2002, 2001 and 2000, respectively, by the effects of corporate restructuring and other
non-recurring charges. The truck segment's loss, as defined, increased by $75 million in 2002 from the $223
million reported in 2001, which decreased from the profit of $194 million in 2000. The truck segment's revenues
in 2002 were $4,709 million, slightly higher than
13
RESULTS OF OPERATIONS (continued)
the $4,628 million reported in 2001, which was 27% lower than the $6,341 million reported in 2000. The engine
segment's profit, as defined, in 2002 was $204 million, 21% lower than the $257 million reported in 2001, which
was 22% lower than 2000. The engine segment's revenues were $2,244 million in 2002, a slight decrease from the
$2,301 million reported in 2001, which was 5% lower than 2000. The truck segment's loss for 2002 was impacted by
a number of unusual items including product recall expenses, the inability of a major supplier to supply
pre-emission engines and costs associated with the six-week strike at the company's Chatham, Ontario heavy truck
assembly plant, which totaled approximately $115 million. During 2001, the company's truck segment was adversely
affected by declining overall industry volume as well as reduced truck pricing. The decreases in the engine
segment's profits and revenues for 2002 are primarily the result of lower shipments driven by the continued
weakness in the medium truck market and costs related to new development programs. The engine segment's profit
decrease during 2001 was primarily the result of unfavorable sales mix.
The financial services segment's profit in 2002 decreased $4 million from 2001 primarily due to lower average
retail note, operating lease and serviced wholesale note balances, partially offset by higher gains on the sales
of retail note receivables. The financial services segment's profit in 2001 was $10 million lower than 2000 due
to lower gains on the sale of wholesale notes and lower average finance receivable balances, partially offset by
higher gains from marketable securities and higher average operating lease balances. The sale of Harco National
Insurance Company (Harco), a wholly owned subsidiary of NFC, is included in "Loss on sale of business" on the
Statement of Income, which is further described under the caption "Restructuring and other non-recurring charges"
and in Note 11 to the Financial Statements. The changes in the financial services segment's revenues are
primarily due to changes in finance and insurance revenue discussed below.
Sales and Revenues
Sales and revenues of $6,784 million in 2002 were slightly higher than the $6,739 million reported in 2001,
which were 20% lower than the $8,450 million reported in 2000. Sales of manufactured products totaled $6,493
million in 2002, comparable to the $6,400 million reported in 2001, which were 21% lower than the $8,095 million
reported in 2000.
U.S. and Canadian industry sales of Class 5 through 8 trucks totaled 288,300 units in 2002, 8% lower than the
312,700 units in 2001, which were 29% lower than the 440,000 units sold in 2000. Class 8 heavy truck sales totaled
163,300 units in 2002, comparable to the 163,700 units sold in 2001, which was 37% lower than the 258,300 units
sold in 2000. Industry sales of Class 5, 6, and 7 medium trucks, including school buses, totaled 125,000 units in
2002, a 16% decrease from the 149,000 units sold in 2001, which was 18% lower than the 181,700 units sold in 2000.
Industry sales of school buses, which accounted for 22% of the medium truck market in 2002, were 27,400 units in
2002, which was slightly lower than the 27,900 units in 2001, and 19% lower than 2000.
The company's market share in the combined U.S. and Canadian Class 5 through 8 truck market for 2002 was
25.8%, down from 26.3% in 2001. Market share was 26.9% in 2000.
Total engine shipments reached 375,500 units, which is 5% lower than the 394,300 units shipped in 2001,
resulting primarily from decreased shipments to Ford Motor Company (Ford) and to International. Shipments of
mid-range diesel engines by the company to other original equipment manufacturers (OEMs) during 2002 were 315,100
units, a 3% decrease from the 324,900 units shipped in 2001, which represented a 7% increase over 2000.
Finance and insurance revenue was $271 million for 2002, a $25 million decrease from 2001 revenue of $296
million, which was $15 million lower than 2000 revenue of $311 million. The decrease in 2002 was primarily due to
lower average retail note, operating lease and serviced wholesale note balances. The decrease in 2001 was
primarily a result of lower average wholesale note and receivable balances.
14
RESULTS OF OPERATIONS (continued)
Sales and Revenues (continued)
The company recorded other income of $20 million in 2002, 53% lower than the $43 million reported for 2001,
which was consistent with 2000. The decrease in 2002 is primarily the result of lower marketable securities
revenue driven by lower average interest rates.
Costs and Expenses
Manufacturing gross margin was 11.0% in 2002, a decrease from the 13.2% in 2001, and 16.9% in 2000.
Excluding the effects of the restructuring charges, the company's manufacturing gross margin was 11.4% in 2002,
13.5% in 2001 and 17.2% in 2000. The decrease from the 2001 gross margin is primarily due to the impact of the
unusual items previously described. The decrease from the 2000 margin is primarily due to the impact of lower
volumes and pressure on pricing.
Postretirement benefits expense of $228 million in 2002 increased $57 million from the $171 million in 2001,
which increased $25 million from the $146 million reported in 2000. The increase in pension expense in 2002 is
primarily due to higher interest expense resulting from a higher obligation, higher amortization and lower return
on assets, all of which were caused by large losses in 2001. The 2002 increase in health care expense is also the
result of large losses in 2001 causing higher amortization and a lower return on assets in 2002. The 2001
increase is primarily due to higher health and welfare expense, which was partially offset by lower profit sharing
provisions to the retiree trust related to lower profit. See Note 2 to the Financial Statements. In addition,
the company has reduced the 2003 rate of return assumptions on plan assets for the pension and postretirement
benefit plans to 9.0%.
In November 2002, the company completed the sale of a total of 7,755,030 shares of its common stock at a
price of $22.566 per share, for an aggregate purchase price of $175 million to the three employee benefit plan
trusts of International Truck and Engine Corporation. The proceeds from the sale of stock will be partially used
to meet the company's 2003 funding requirements, as well as for general corporate purposes.
Engineering and research expense in 2002 was $260 million, which increased slightly from the $253 million
reported in 2001, which was 10% lower than the $280 million reported in 2000. The increase in 2002 primarily
reflects an increase in spending on development programs and new plant initiatives, partially offset by a
reduction in the amount of spending on the company's High Performance Vehicle (HPV) and Next Generation Diesel
(NGD) programs. The line of products previously referred to as next generation vehicles are now being referred to
as HPV. The decrease in 2001 over 2000 reflected a reduction in the amount of spending on the company's HPV
program, which decreased 44% from 2000.
Sales, general and administrative (SG&A) expense of $521 million in 2002 was 4% lower than the $543 million
reported in 2001, which was higher than the $481 million reported in 2000. The decrease in 2002 is due to a
reduction in the provision for losses on receivables and the result of increased focus on reducing SG&A expenses.
The increase in 2001 is primarily due to an increase in the provision for losses on receivables driven by an
increase in repossession frequency and pricing pressure in the used truck market.
Interest expense decreased to $154 million in 2002 from $161 million in 2001. Interest expense in 2000 was
$146 million. The decrease in 2002 is primarily due to lower average receivable funding requirements and lower
average interest rates, partially offset by higher expense due to the issuance of the convertible debt in March
2002 and a full year of expense for the $400 million Senior Notes issued in May 2001. The May 2001 debt issuance
is also the reason for the increase in 2001 over 2000.
Other expense totaled $29 million in 2002, compared with $36 million in 2001 and $86 million in 2000. The
decrease in 2002 is due to lower finance charges on sold receivables. The decrease for 2001 over 2000 is
primarily the result of lower insurance claims and underwriting fees.
15
RESTRUCTURING AND OTHER NON-RECURRING CHARGES
2000 Restructuring Charge .
In October 2000, the company incurred charges for restructuring, asset write-downs and other exit costs
totaling $306 million as part of an overall plan to restructure its manufacturing and corporate operations (2000
Plan of Restructuring). During 2001 and 2002, the company recorded $2 million in net adjustments to the various
initiatives, which brought the total charge to $308 million. The following are the major restructuring,
integration and cost reduction initiatives included in the 2000 Plan of Restructuring:
o Replacement of steel cab trucks with a new line of High Performance Vehicles and a concurrent realignment
of the company's truck manufacturing facilities
o Closure of certain operations
o Launch of the next generation technology diesel engines
o Consolidation of corporate operations
o Realignment of the bus and truck dealership network and termination of various dealerships' contracts
A description of the significant components of the 2000 restructuring charge, which were substantially
complete as of November 30, 2001, is as follows:
The 2000 Plan of Restructuring included the reduction of approximately 2,100 employees from the workforce,
primarily in North America, which was revised to 1,900 employees at October 31, 2001. During 2002, $14 million
was paid for severance and other benefits. As of October 31, 2002, $45 million of the total net charge of $75
million has been paid for severance and other benefits for the reduction of 1,900 employees, and $12 million of
curtailment losses have been reclassified as a postretirement benefits liability on the Statement of Financial
Condition. The remaining balance at October 31, 2002, of $18 million has been adjusted as part of the $94 million
charge for severance and benefits related to the 2002 restructuring charge. The estimated savings arising from
the 2000 Plan of Restructuring were based upon lower salary and benefit costs and totaled approximately $100
million. These savings were realized as the projected headcount reductions were achieved in 2001 and 2002.
Lease termination costs include future obligations under long-term non-cancelable lease agreements at
facilities being vacated following workforce reductions. This charge primarily consisted of the estimated lease
costs, net of probable sublease income, associated with the cancellation of the company's corporate office lease
at NBC Tower in Chicago, Illinois, which expires in 2010. As of October 31, 2002, $8 million of the total net
charge of $38 million has been incurred for lease termination costs, of which $5 million was incurred during 2002.
The 2000 Plan of Restructuring included the effect of the sale of Harco. On November 30, 2001, NFC
completed the sale of Harco to IAT Reinsurance Syndicate Ltd., a Bermuda reinsurance company. At October 31,
2002, the accrual for the loss on sale of business was increased by $2 million for additional insurance reserves
related to the sold business.
Dealer termination and exit costs included the termination of certain dealer contracts in connection with
the realignment of the company's bus distribution network, and other litigation costs to implement the 2000
restructuring initiatives. As of October 31, 2002, $20 million of the total net charge of $38 million has been
paid for dealer termination and exit costs, of which $3 million was incurred during 2002.
16
RESTRUCTURING AND OTHER NON-RECURRING CHARGES (continued)
2002 Restructuring and Other Non-Recurring Charges
In October 2002, the company's board of directors approved a separate restructuring plan (2002 Plan of
Restructuring) and the company incurred charges for restructuring, asset and inventory write-downs and other exit
costs totaling $372 million. In addition, the company incurred non-recurring charges of $170 million related to
its V-6 diesel engine program and $60 million in losses (net of tax) from discontinued operations associated with
its exit of the Brazil domestic truck market which is discussed in Note 12 to the Financial Statements.
2002 Plan of Restructuring
The following are the major restructuring, integration and cost reduction initiatives included in the 2002
Plan of Restructuring:
o Closure of facilities and exit of certain activities including the Chatham, Ontario heavy truck assembly
facility, the Springfield, Ohio body plant and a manufacturing production line within one of the
company's plants
o Offer of an early retirement program to certain union represented employees
o Completion of the launch of the HPV and NGD product programs
Pursuant to the 2002 Plan of Restructuring, 3,500 positions will be eliminated throughout the company.
Severance and other benefit costs of $94 million relate to the reduction of these employees from the workforce,
primarily in North America. Substantially all of the workforce reductions are represented production related
employees. No payments for severance and other benefit costs relating to the 2002 Plan of Restructuring were made
as of October 31, 2002. The workforce reductions will be substantially complete by mid-2003. Benefit costs will
extend beyond the completion of the workforce reductions due to the company's contractual severance obligations.
The restructuring charge includes a curtailment loss of $157 million related to the company's postretirement
plans. The curtailment loss is a result of the announcement and anticipated acceptance of an early retirement
program for certain union represented employees and the planned closure of the Chatham, Ontario assembly plant.
The curtailment liability has been classified as a postretirement benefits liability on the Statement of Financial
Condition.
As a result of the planned closure of certain production facilities and operations, the company has recorded
a $68 million charge for asset write-downs. As part of the 2002 Plan of Restructuring, the company announced that
both the Chatham Assembly Plant and Springfield Body Plant will be closed. The decision to close these plants
resulted in a charge of $39 million for the impairment of certain production assets. The remainder of the asset
write-downs of $29 million primarily relates to assets that were disposed of or abandoned as a direct result of
the completion of the introduction of the new HPV and NGD product programs. In addition, a charge of $23 million
was recorded for the write-down of inventory attributable to prior engine and vehicle models that will be replaced.
Other exit costs of $30 million principally include $25 million of contractually obligated exit, closure and
environmental liabilities incurred as a result of the planned closure of both the Chatham Assembly Plant and the
Springfield Body Plant.
Other Non-Recurring Charges
In addition to the 2002 Plan of Restructuring charges, the company has recorded non-recurring charges of
$170 million primarily related to the company's V-6 diesel engine program with Ford. In 2000, the company and
Ford finalized a contract for the supply of V-6 diesel engines commencing with model year 2002 and extending
through 2012. The contract provided that the company is Ford's exclusive
17
RESTRUCTURING AND OTHER NON-RECURRING CHARGES (continued)
Other Non-Recurring Charges (continued)
source for these diesel engines and the company would sell these engines only to Ford for certain specified
vehicles. To support this program, the company developed a V-6 diesel engine, constructed an engine assembly
plant in Huntsville, Alabama, entered into non-cancelable lease agreements for V-6 diesel engine assembly assets
and incurred certain pre-production costs. During 2002, the company deferred certain pre-production expenses
related to the launch of the Ford V-6 diesel engine program in accordance with Emerging Issues Task Force Issue
No. 99-5, "Accounting for Pre-Production Costs Related to Long-Term Supply Arrangements." As of October 31, 2002,
$57 million of such costs and expenses had been deferred. In October 2002, Ford advised the company that their
current business case for a V-6 diesel engine in the specified vehicles is not viable and it has discontinued its
program for the use of these engines. Ford is seeking to cancel the V-6 supply contract. As a result, the
company has determined that the timing of the commencement of the V-6 diesel engine program is neither reasonably
predictable nor probable. Accordingly, the company has recorded a non-recurring pre-tax charge of $167 million to
write-off the deferred pre-production costs, write-down to fair value certain V-6 diesel engine-related fixed
assets that will be abandoned, accrue future lease obligations under non-cancelable operating leases for certain
V-6 diesel engine assembly assets that will not be used by the company, accrue for amounts contractually owed to
suppliers related to the V-6 diesel engine program and write-down to fair value certain other assets.
The company and Ford have agreed to work together to reduce the economic impact to the company of any delay
or cancellation of the V-6 diesel engine program. The company is currently working with Ford to negotiate a
reimbursement of its investment and development costs as well as any amounts owed to the company's suppliers.
While the company believes that it is legally entitled to such reimbursement under the agreement, Ford has not
agreed to any such reimbursement of the company's investment and development costs. Because the timing of
reimbursement of such costs is not reasonably predictable and the amount of such reimbursement cannot be
reasonably estimated, no anticipated recovery has been recorded as part of the $167 million pre-tax charge.
The Huntsville plant will continue to remain a part of the company's diesel engine strategy. In addition,
Ford's actions related to the V-6 diesel engine program are not expected to have any effect on the company's
contract to supply V-8 diesel engines to Ford through 2012 and to supply diesel engines to the Blue Diamond Truck
joint venture between the company and Ford for the production of medium duty trucks.
Of the pre-tax restructuring and other non-recurring charges totaling $544 million, $157 million represents
non-cash charges. Approximately $2 million was spent in 2002 and the remaining $385 million is expected to be
spent as follows: 2003 - $133 million and 2004 and beyond - $252 million. The total cash outlay is expected to
be funded from existing cash balances and internally generated cash flows from operations. The specific actions
included in the 2002 Plan of Restructuring are expected to be substantially complete by November 2003.
The actions to implement the 2002 restructuring initiative are expected to generate at least $70 million in
ongoing savings for the company, primarily from the reduction of manufacturing fixed costs. The company expects
to begin to realize these benefits in late 2003 and beyond, once the restructuring initiatives are fully
implemented.
18
RESTRUCTURING AND OTHER NON-RECURRING CHARGES (continued)
Components of the company's restructuring plans and other non-recurring charges, including the plans
initiated in both 2002 and 2000, are shown in the following table.
Balance Balance
October 31, Amount October 31,
(Millions of dollars) 2001 Charges Adjustments Incurred 2002
- ------------------------------------------------ --------------- ------------ ----------------- --------------- ----------------
Severance and other benefits................ $ 32 $ 94 $ - $ (14) $ 112
Curtailment loss............................ - 157 - (157) -
Lease terminations.......................... 35 - - (5) 30
Loss on sale of business.................... 2 - 2 - 4
Inventory write-downs....................... - 23 - (23) -
Other asset write-downs..................... - 68 - (68) -
Dealer terminations and other exit costs.... 21 30 - (5) 46
Other non-recurring charges................. - 170 - (66) 104
------ ------ ------ ------ ------
Total....................................... $ 90 $ 542 $ 2 $ (338) $ 296
====== ====== ====== ====== ======
Inventory write-downs of $23 million are included in "Cost of products sold related to restructuring" on the
Statement of Income. The adjustment of $2 million related to the sale of Harco is included in "Loss on sale of
business" on the Statement of Income. The remaining 2002 charges and adjustments of $519 million are included in
"Restructuring and other non-recurring charges" on the Statement of Income.
DISCONTINUED OPERATIONS
In October 2002, the company announced its decision to discontinue the domestic truck business in Brazil
(Brazil Truck) effective October 31, 2002. In connection with this discontinuance, the company recorded a loss on
disposal of $46 million. The loss relates to the write-down of assets to fair value, contractual settlement costs
for the termination of the dealer contracts, severance and other benefits costs, and the write-off of Brazil
Truck's cumulative translation adjustment due to the company's substantial liquidation of its investment in Brazil
Truck.
The disposal of Brazil Truck has been accounted for as discontinued operations in accordance with Statement
of Financial Accounting Standards No. 144 (SFAS 144), "Accounting for the Impairment or Disposal of Long-Lived
Assets." Accordingly, the operating results of Brazil Truck have been classified as "Discontinued operations" and
prior periods have been restated.
Net sales and loss from the discontinued operation for Brazil Truck for the years ended October 31, are as
follows, in millions:
2002 2001 2000
------------------------------------------------------
Net Sales...................................................... $ 20 $ 23 $ 24
========= ========= ========
Loss from discontinued operations.............................. (12) (14) (15)
Loss on disposal............................................... (46) - -
Income tax expense............................................. (2) - -
--------- --------- --------
Net loss from discontinued operations..................... $ (60) $ (14) $ (15)
========= ========= ========
LIQUIDITY AND CAPITAL RESOURCES
Cash flow is generated from the manufacture and sale of trucks and mid-range diesel engines and their
associated service parts as well as from product financing provided to the company's dealers and retail customers
by the financial services segment. The company's current debt ratings have made sales of finance receivables the
most economical source of funding for NFC.
19
LIQUIDITY AND CAPITAL RESOURCES (continued)
The company had working capital of $209 million at October 31, 2002, compared to $505 million at October 31,
2001. The decrease from 2001 to 2002 is primarily due to repayments of the company's outstanding debt, a net
increase in long-term retail notes and lease receivables and an increase in current liabilities due to the 2002
Plan of Restructuring.
Consolidated cash, cash equivalents and marketable securities of the company were $736 million at October 31,
2002, $1,085 million at October 31, 2001, and $476 million at October 31, 2000. Cash, cash equivalents and
marketable securities available to manufacturing operations totaled $602 million, $809 million and $588 million at
October 31, 2002, 2001 and 2000, respectively. This included an intercompany receivable from NFC of $53 million,
$3 million and $294 million at October 31, 2002, 2001 and 2000, respectively, which NFC is obligated to repay upon
request.
Cash used in operations during 2002 totaled $74 million primarily from a net loss of $536 million partially
offset by $279 million of non-cash items and a net change in operating assets and liabilities of $183 million.
The net source of cash resulting from the change in operating assets and liabilities included a $250 million
increase in other liabilities primarily due to the 2002 restructuring and other non-recurring charges and an
increase in the warranty liability. These were partially offset by a $78 million decrease in accounts payable due
to lower truck and engine production levels in 2002, as well as from the timing of invoices paid for capital
equipment purchased in the fourth quarter of 2001.
During 2002, investment programs used $45 million of cash which includes $242 million of capital expenditures
and a $165 million net increase in retail notes and lease receivables. These were partially offset by a net
decrease in marketable securities of $147 million, proceeds from sale-leasebacks of $164 million and proceeds from
the sale of Harco of $63 million.
In 2002, the company entered into two sale-leaseback arrangements with various financial institutions. Under
the first arrangement, which related to the completion of a fiscal 2001 sale-leaseback, engine manufacturing
equipment with a net book value of $5 million was sold for $5 million and leased back under a 9.5-year operating
lease agreement. Under the second arrangement, additional engine manufacturing and assembly equipment with a net
book value of $159 million was sold for $159 million and leased back under a 12-year operating lease agreement.
Cash used in financing activities resulted primarily from $311 million of principal payments on the company's
outstanding debt and a net decrease in notes and debt outstanding under the bank revolving credit facility of $99
million. These were partially offset by an increase in long-term debt of $310 million that includes $220 million
of 4.75% subordinated exchangeable notes due 2009, which were issued in March 2002.
Cash flow from the company's manufacturing operations, financial services operations and financing capacity
is currently sufficient to cover planned investments in the business. Capital investments for 2003 are expected
to be $200 million including approximately $15 million for the HPV program and $87 million for the NGD program as
well as other new engine projects. The company had outstanding capital commitments of $145 million at October 31,
2002, including $40 million for the HPV program and $55 million for the NGD program.
The company currently estimates $130 million in capital spending and $70 million in development expense
through 2005 for the HPV program, and $110 million in capital spending and $360 million in development expense
through 2005 for the NGD program as well as other new engine projects. Approximately $5 million and $120 million,
respectively, of the development expenses for the HPV and NGD and other engine programs are planned for 2003.
20
LIQUIDITY AND CAPITAL RESOURCES (continued)
The company's required debt principal amortization and payment obligations under lease commitments at October
31, 2002, are as follows:
Indebtedness: Total 2003 2004 2005 2006 2007+
----- ---- ---- ---- ---- -----
Manufacturing operations............. $ 878 $ 131 $ 75 $ 10 $ 402 $ 260
Financial services operations........ 1,878 227 130 666 618 237
-------- -------- -------- -------- ------- -----
Total indebtedness............... 2,756 358 205 676 1,020 497
-------- -------- -------- -------- ------- -----
Operating leases........................ 611 103 97 95 94 222
-------- -------- -------- -------- ------- -----
Total..................................... $ 3,367 $ 461 $ 302 $ 771 $ 1,114 $ 719
======== ======== ======== ======== ======= =====
At October 31, 2002, $94 million of a Mexican subsidiary's receivables were pledged as collateral for bank
borrowings. In addition, as of October 31, 2002, the company is contingently liable for approximately $156
million for various purchasing commitments, credit guarantees and buyback programs. Based on historical loss
trends, the company's exposure is not considered material.
NFC has traditionally obtained the funds to provide financing to the company's dealers and retail customers
from sales of finance receivables, short and long-term bank borrowings, medium and long-term debt and equity
capital. At October 31, 2002, NFC's funding consisted of sold finance receivables of $2,437 million, bank and
other borrowings of $1,082 million, convertible debt of $173 million, secured borrowings of $308 million and
equity of $365 million.
NFC securitizes finance receivables through Navistar Financial Retail Receivables Corporation (NFRRC),
Navistar Financial Securities Corporation (NFSC), Truck Retail Accounts Corporation (TRAC) and Truck Engine
Receivables Financing Corporation (TERFCO), all special purpose entities and wholly owned subsidiaries of NFC.
Securitization involves the sale of receivables to a qualifying special purpose entity (QSPE), typically a trust.
The QSPE issues interest-bearing securities, also known as asset-back securities, that are secured by the future
collections on the sold receivables. The QSPE uses the proceeds from the sales of these securities to pay the
purchase price for the sold receivables. The sales of finance receivables in each of the securitizations
constitute sales under accounting principles generally accepted in the United States of America, with the result
that the sold finance receivables are removed from NFC's balance sheet and the investor's interest in the related
trusts or conduits are not reflected as liabilities. However, NFC's residual interest in the related trusts or
assets held by the conduits is reflected on the Statement of Financial Condition as an asset.
NFRRC, NFSC, TRAC and TERFCO have limited recourse on the sold receivables and their assets are available to
satisfy the claims of their creditors prior to such assets becoming available for their own uses or to NFC or
affiliated companies. The terms of receivable sales generally require NFC to maintain cash reserves with the
trusts or conduits as credit enhancement. The use of cash reserves held by the trusts and conduits is restricted
under the terms of the securitized sales agreements.
Through the asset-backed public market and private placement sales, NFC has been able to fund fixed rate
retail note receivables at rates which were more economical than those available to NFC in the public unsecured
bond market. During 2002, NFC sold $1,000 million of retail notes, net of unearned finance income, through NFRRC,
in two separate sales. NFC sold the retail notes to owner trusts which, in turn, issued asset-backed securities
that were sold to investors. Aggregate gains of $25 million were recognized on these sales. As of October 31,
2002, the remaining shelf registration available to NFRRC for the public issuance of asset-backed securities was
$2,500 million.
In November 2002, NFC sold $618 million of retail notes and leases, net of unearned finance income. The
notes and leases were sold through NFRRC to an owner trust which, in turn, issued asset-backed securities that
were sold to investors. NFC recognized a gain of $24 million on this sale.
21
LIQUIDITY AND CAPITAL RESOURCES (continued)
During fiscal 2001, NFC sold a total of $1,365 million of retail notes, net of unearned finance income,
through NFRRC, in three separate sales. NFC sold $1,165 million of retail notes to an owner trust which, in turn,
issued asset-backed securities that were sold to investors. NFC also sold $200 million of retail notes in
December 2000 to a multi-seller asset-backed commercial conduit sponsored by a major financial institution.
Aggregate gains of $21 million were recognized on these sales.
During fiscal 2000, NFC sold a total of $1,008 million of retail notes, net of unearned finance income,
through NFRRC, in two separate sales. NFC sold $533 million of retail notes in November 1999 to two multi-seller
asset-backed commercial paper conduits sponsored by a major financial institution, and $475 million of retail
notes in March 2000 to an owner trust which, in turn, issued asset-backed securities that were sold to investors.
Aggregate gains of $3 million were recognized on these sales.
At October 31, 2002, NFSC had in place a revolving wholesale note trust that funded $789 million of eligible
wholesale notes. As of October 31, 2002, the trust was comprised of three $200 million tranches of investor
certificates expiring in 2003, 2004 and 2008, a $212 million tranche of investor certificates expiring in 2005 and
a variable funding certificate with a maximum capacity of $25 million. The variable funding certificate expires
in January 2003 with an option for renewal.
At October 31, 2002, TRAC had in place a revolving retail account facility with a bank conduit that provides
for the funding of up to $100 million of eligible retail accounts. As of October 31, 2002, NFC had utilized $27
million of this facility. The facility expires in August 2003 and is renewable upon mutual consent of the parties.
As of October 31, 2002, TERFCO provided for the funding of up to $100 million of eligible Ford accounts
receivable. The funding facility expires in 2005. As of October 31, 2002, NFC had utilized $100 million of this
facility.
At October 31, 2002, NFC had an $820 million contractually committed bank revolving credit facility that will
mature in November 2005. Under the revolving credit agreement, Navistar's three Mexican finance subsidiaries are
permitted to borrow up to $100 million in the aggregate, which is guaranteed by the company and NFC. As of
October 31, 2002, NFC and the company's Mexican finance subsidiaries had utilized $582 million and $31 million,
respectively, of this facility.
During fiscal 2002, 2001 and 2000, NFC entered into secured borrowing agreements with third party financiers
involving vehicles subject to retail finance leases and operating leases with end users. Total proceeds were $70
million, $121 million and $137 million in 2002, 2001 and 2000, respectively.
At October 31, 2002, NFC had a $500 million revolving retail warehouse facility that expires in October
2005. In October 2000, Truck Retail Instalment Paper Corporation, a special purpose entity and wholly owned
subsidiary of NFC, issued $500 million of senior and subordinated floating rate asset-backed notes. The proceeds
were used to establish a revolving retail warehouse facility to fund NFC's retail notes and retail leases, other
than fair market value leases. As of October 31, 2002, NFC had utilized $500 million of this facility.
At October 31, 2002, available funding under NFC's bank revolving credit facility, the revolving retail
warehouse facility, the retail account facilities and the revolving wholesale note trust was $469 million. When
combined with unrestricted cash and cash equivalents, $501 million remained available to fund the general business
purposes of NFC.
22
LIQUIDITY AND CAPITAL RESOURCES (continued)
At October 31, 2002, the Canadian operating subsidiary was contingently liable for retail customers'
contracts and leases financed by a third party. The Canadian operating subsidiary is subject to maximum recourse
of $303 million on retail contracts and $38 million on retail leases. The Canadian operating subsidiary, NFC and
certain other subsidiaries included in the financial services operations are parties to agreements that may result
in the restriction of amounts which can be distributed to International in the form of dividends or loans and
advances. At October 31, 2002, the maximum amount of dividends that were available for distribution to the
company from its subsidiaries under the most restrictive covenants was $428 million.
NFC's maximum contractual exposure under all receivable sale recourse provisions at October 31, 2002, was
$345 million. Management believes that the recorded reserves for losses on sold receivables are adequate. See
Notes 5 and 6 to the Financial Statements.
The company and International are obligated under certain agreements with public and private lenders of NFC
to maintain the subsidiary's income before interest expense and income taxes at not less than 125% of its total
interest expense. No income maintenance payments were required for the three years ended October 31, 2002.
There have been no material changes in the company's hedging strategies or derivative positions since October
31, 2001. Further disclosure may be found in Note 13 to the Financial Statements.
In March 2002, NFC completed the private placement of $220 million 4.75% subordinated exchangeable notes due
2009. The notes will be exchangeable at the option of the holders, prior to redemption or maturity, into common
stock of the company. NFC received $170 million (before $6 million of expenses) and the company received $50
million. The proceeds from the notes were used for general corporate purposes. In May 2002, the company filed a
registration statement for the resale of the notes and the shares of common stock issuable upon conversion of the
notes.
On December 9, 2002, Fitch IBCA lowered the company's and NFC's senior unsecured debt ratings to BB from
BB+. They also lowered the company's and NFC's senior subordinated debt ratings to B+ from BB-. Also on December
9, 2002, Standard and Poor's lowered the company's and NFC's senior unsecured debt ratings to BB- from BB and the
company's senior subordinated debt rating to B from B+. On December 10, 2002, Moody's also lowered the company's
senior unsecured debt rating to Ba3 from Ba1 and the company's and NFC's senior subordinated debt ratings to B2
from Ba2.
On December 11, 2002, the company announced that it has priced $190 million of new senior convertible bonds
to be closed in a private placement on December 16, 2002. Of the net proceeds, $100 million will be used to repay
the aggregate principal amount of existing 7% Senior Notes due February 2003. The remaining funds will be used to
repay other existing debt, replenish cash balances that were used to repay other debt that matured in fiscal 2002
and to pay fees and expenses related to this offering. The bonds were sold in a private placement and priced to
yield 2.5% with a conversion premium of 30% on a closing price of $26.70. Simultaneous with the issuance of the
convertible bonds, the company will enter into two derivative contracts, the consequences of which will allow the
company to eliminate share dilution upon conversion of the convertible debt from the conversion price of the bond
up to a 100% premium over the share price at issuance.
It is the opinion of management that, in the absence of significant unanticipated cash demands, current and
forecasted cash flow as well as anticipated financing actions will provide sufficient funds to meet operating
requirements and capital expenditures. Currently, under the limitations in various debt agreements, the company
is generally unable to incur material amounts of additional debt. The company is generally allowed under these
limitations to refinance debt as it matures. Management believes that collections on the outstanding receivables
portfolios as well as funds available from various funding sources will permit the financial services operations
to meet the financing requirements of International's dealers and retail customers.
23
ENVIRONMENTAL MATTERS
The company has been named a potentially responsible party (PRP), in conjunction with other parties, in a
number of cases arising under an environmental protection law, the Comprehensive Environmental Response,
Compensation and Liability Act, popularly known as the Superfund law. These cases involve sites that allegedly
have received wastes from current or former company locations. Based on information available to the company
which, in most cases, consists of data related to quantities and characteristics of material generated at, or
shipped to, each site as well as cost estimates from PRPs and/or federal or state regulatory agencies for the
cleanup of these sites, a reasonable estimate is calculated of the company's share, if any, of the probable costs
and is provided for in the financial statements. These obligations are generally recognized no later than
completion of the remedial feasibility study and are not discounted to their present value. The company reviews
its accruals on a regular basis and believes that, based on these calculations, its share of the potential
additional costs for the cleanup of each site will not have a material effect on the company's financial results.
DERIVATIVE FINANCIAL INSTRUMENTS
The company documents and accounts for derivative and hedging activities in accordance with the provisions of
Statement of Financial Accounting Standards No. 133, "Accounting for Derivative Instruments and Hedging
Activities." The company recognizes all derivatives as assets or liabilities in the Statement of Financial
Condition and measures them at fair value. When certain criteria are met, it also provides for matching the
timing of gain or loss recognition on the derivative hedging instrument with the recognition of (a) changes in the
fair value or cash flows of the hedged asset or liability attributable to the hedged risk or (b) the earnings
effect of the hedged forecasted transaction. Changes in the fair value of derivatives which are not designated
as, or which do not qualify as, hedges for accounting purposes are reported in earnings in the period in which
they occur.
As disclosed in Notes 1 and 13 to the Financial Statements, the company uses derivative financial instruments
to reduce its exposure to interest rate volatility and potentially increase the return on invested funds.
The company's manufacturing operations, as conditions warrant, hedge foreign exchange exposure on the
purchase of parts and materials from foreign countries and its exposure from the sale of manufactured products in
other countries. Contracted purchases of commodities or manufacturing equipment may also be hedged.
The financial services operations may use forward contracts to hedge future interest payments on the notes
and certificates related to an expected sale of receivables. The financial services operations also use interest
rate swaps and caps to reduce exposure to interest rate changes. For the protection of investors, NFC may enter
into interest rate caps when fixed rate receivables are sold on a variable rate basis.
CRITICAL ACCOUNTING POLICIES
The consolidated financial statements are prepared in conformity with accounting principles generally
accepted in the United States of America. The preparation of these financial statements requires the use of
estimates, judgments and assumptions that affect the reported amounts of assets and liabilities at the date of the
financial statements and the reported amounts of revenues and expenses during the periods presented. In preparing
these financial statements, management has made its best estimates and judgments of certain amounts included in
the financial statements, giving due consideration to materiality. The significant accounting principles which
management believes are the most important to aid in fully understanding our financial results are included
below. Management also believes that all of the accounting policies are important to investors. Therefore, see
the Notes to the Financial Statements for a more detailed description of these and other accounting policies of
the company.
24
CRITICAL ACCOUNTING POLICIES (continued)
Sales Allowances
At the time of sale, the company records as a reduction of revenue the estimated impact of sales allowances
in the form of dealer and customer incentives. There may be numerous types of incentives available at any
particular time. This estimate is based upon the assumption that a certain number of vehicles in dealer stock will
have a specific incentive applied against them. If the actual number of vehicles differs from this estimate, or if
a different mix of incentives occurs, the sales allowances could be affected.
Sales of Receivables
NFC securitizes finance receivables through QSPEs, which then issue securities to public and private
investors. NFC sells receivables to the QSPEs with limited recourse. Gains or losses on sales of receivables are
credited or charged to finance and insurance revenue in the periods in which the sales occur. Retained interests,
which include interest-only receivables, cash reserve accounts and subordinated certificates, are recorded at fair
value in the periods in which the sales occur.
Management estimates the prepayment speed for the receivables sold and the discount rate used to present
value the interest-only receivable in order to calculate the gain or loss. Estimates of prepayment speeds and
discount rates are based on historical experience and other factors and are made separately for each
securitization transaction. In addition, NFC estimates the fair value of the interest-only receivable on a
quarterly basis. The fair value of the interest-only receivable is based on updated estimates of prepayment
speeds and discount rates.
Product Warranty
Provisions for estimated expenses related to product warranty are made at the time products are sold. These
estimates are established using historical information about the nature, frequency, and average cost of warranty
claims. Management actively studies trends of warranty claims and takes action to improve vehicle quality and
minimize warranty claims. Management believes that the warranty reserve is appropriate; however, actual claims
incurred could differ from the original estimates, requiring adjustments to the reserve.
Product Liability
The company is subject in the normal course of business to product liability lawsuits and claims. To the
extent permitted under applicable law, the company maintains insurance to reduce the risk to the company. Most
insurance coverage includes self-insured retention. The company records product liability reserves for the
self-insured portion of any pending or threatened product liability actions. The reserve is based upon two
estimates. First, management determines an appropriate case specific reserve based upon management's best
judgment and the advice of legal counsel. These estimates are continually evaluated and adjusted based upon
changes in facts or circumstances surrounding the case. Second, management obtains a third party actuarial
analysis to determine the amount of additional reserve required to cover certain known claims and all incurred but
not reported product liability issues. Based upon this process management believes that the product liability
reserve is appropriate; however, actual claims incurred and the actual settlement values of outstanding claims may
differ from the original estimates, requiring adjustments to the reserve.
25
CRITICAL ACCOUNTING POLICIES (continued)
Pension and Other Postretirement Benefits
The company's employee pension and other postretirement benefits (i.e., health care) costs and obligations
are dependent on management's assumptions used by actuaries in calculating such amounts. These assumptions include
discount rates, health care cost trends rates, inflation, long-term return on plan assets, retirement rates,
mortality rates and other factors. Management bases the discount rate assumption on investment yields available
at year-end on AA-rated corporate long-term bond yields. Health care cost trend assumptions are developed based on
historical cost data, the near-term outlook, and an assessment of likely long-term trends. The inflation
assumption is based on an evaluation of external market indicators. Retirement and mortality rates are based
primarily on actual plan experience. Actual results that differ from the assumptions are accumulated and
amortized over future periods and, therefore, generally affect the recognized expense and recorded obligation in
such future periods. While management believes that the assumptions used are appropriate, significant differences
in actual experience or significant changes in assumptions would affect pension and other postretirement benefits
costs and obligations. See Note 2 to the Financial Statements for more information regarding costs and assumptions
for employee retirement benefits.
Allowance for Losses
The allowance for losses reflects management's estimate of the losses inherent in NFC's portfolio of finance
receivables and operating leases. The allowance is maintained at an amount management considers appropriate in
relation to the outstanding portfolio based on factors such as overall portfolio credit risk quality, historical
loss experience and current economic conditions. These factors require management judgment, and different
assumptions or changes in economic circumstances could result in changes to the allowance for losses.
Under various agreements, International and its dealers may be liable for a portion of customer losses or may
be required to repurchase the repossessed collateral at the receivable principal value. NFC's losses are net of
these benefits.
Impairment of Long-Lived Assets
The company periodically reviews the carrying value of its long-lived assets held and used and assets to be
disposed of, including other intangible assets, when events and circumstances warrant such a review. This review
is performed using estimates of future cash flows. If the carrying value of a long-lived asset is considered
impaired, an impairment charge is recorded for the amount by which the carrying value of the long-lived asset
exceeds its fair value. Management believes that the estimates of future cash flows and fair value are reasonable;
however, changes in estimates of such cash flows and fair value could affect the evaluations.
NEW ACCOUNTING PRONOUNCEMENTS
In June 2001, the Financial Accounting Standards Board (FASB) issued Statement of Financial Accounting
Standards No. 142 (SFAS 142), "Goodwill and Other Intangible Assets" and Statement of Financial Accounting
Standards No. 143 (SFAS 143), "Accounting for Asset Retirement Obligations." SFAS 142 was adopted by the company
on November 1, 2001, and it did not have a material impact on the company's financial position, results of
operations or cash flows. SFAS 143 is effective for financial statements issued for fiscal years beginning after
June 15, 2002. The company is currently evaluating the effect that this statement may have on its financial
position and results of operations, but does not believe it will have a material impact.
26
NEW ACCOUNTING PRONOUNCEMENTS (continued)
In August 2001, the FASB issued SFAS 144, which is effective for fiscal years beginning after December 15,
2001, and interim periods within those fiscal years. The company has early adopted SFAS 144 effective November 1,
2001. In accordance with the provisions of SFAS 144, the results of operations for the current and prior periods
of the company's domestic Brazilian truck business, including the $46 million after tax loss on disposal, have
been reported as discontinued operations. See Note 12 to the Financial Statements. In addition, as part of the
2002 Plan of Restructuring, the company reviewed its long-term assets for impairment in accordance with the
provisions of SFAS 144 and recorded an impairment charge of $68 million, using a discounted cash flow basis. See
Note 11 to the Financial Statements.
In June 2002, the FASB issued Statement of Financial Accounting Standards No. 146, "Accounting for Costs
Associated with Exit or Disposal Activities," which is to be applied prospectively to exit or disposal activities
initiated after December 31, 2002. The new statement will generally require that these types of costs be
recognized at a later date and over time, rather than in a single charge.
INCOME TAXES
The Statement of Financial Condition at October 31, 2002, includes a deferred tax asset of $1,528 million,
net of valuation allowances of $110 million. The deferred tax asset at October 31, 2001, of $1,077 million is net
of valuation allowances of $86 million. The deferred tax asset has been reduced by the valuation allowance as
management believes it is more likely than not that some portion of the deferred tax asset may not be realized in
the future.
The deferred tax asset at October 31, 2002, includes the tax benefit from cumulative tax net operating losses
(NOL) of $1,287 million, cumulative alternative minimum tax and research and development credits of $46 million
and cumulative expenses of $2,954 million that have not been deducted on the company's tax returns. The valuation
allowance was increased in 2002 by $24 million related to certain foreign NOL carryforwards and deferred tax
assets, as management believes that it is more likely than not that these benefits will not be realized in the
future. The income tax expense related to the increase in the valuation allowance is included in the loss from
discontinued operations on the Statement of Income. The company has no open tax years that are currently under
audit by the Internal Revenue Service (IRS), and management believes that it is unlikely the IRS would limit
utilization of the NOLs. Until the company has utilized its significant NOL carryforwards and credits, the cash
payment of U.S. federal income taxes will be minimal. See Note 3 to the Financial Statements.
The company performs extensive analysis to determine the amount of the net deferred tax asset. Such analysis
is based on the premise that the company is, and will continue to be, a going concern and that it is more likely
than not that deferred tax benefits will be realized through the generation of future taxable income. Management
reviews all available evidence, both positive and negative, to assess the long-term earnings potential of the
company. The financial results are evaluated using a number of alternatives in economic cycles at various
industry volume conditions. One significant factor considered is the company's role as a leading producer of heavy
and medium trucks and school buses and mid-range diesel engines. Realization of the cumulative deferred tax
asset, net of liabilities, is dependent on the generation of approximately $3,600 million of future taxable
income. Management believes that, with the combination of available tax planning strategies and the maintenance
of significant truck and engine market share, sufficient earnings are achievable in order to realize the deferred
tax asset, net of liabilities, of $1,369 million.
27
INCOME TAXES (continued)
Currently there is no annual limitation on the company's ability to use NOLs to reduce future income taxes.
However, if an ownership change as defined in Section 382 of the Internal Revenue Code of 1986, as amended, occurs
with respect to the company's capital stock, it would limit the use of NOLs to specific annual amounts.
Generally, an ownership change occurs if certain persons or groups increase their aggregate ownership by more than
50 percentage points of the company's total capital stock in any three-year period. If an ownership change
occurs, the company's ability to use domestic NOLs to reduce income taxes is limited to an annual amount based on
the fair market value of the company immediately prior to the ownership change multiplied by the long-term
tax-exempt interest rate published monthly by the IRS. Currently the company's change in ownership percentage is
minimal.
Reconciliation of the company's income (loss) before income taxes from continuing operations for financial
statement purposes to U.S. taxable income (loss) for the years ended October 31 is as follows:
Millions of dollars 2002 2001 2000
- ----------------------------------------------------------------------------------------------------------------------
Income (loss) from continuing operations before
income taxes .......................................... $ (769) $ (33) $ 239
Exclusion of income (loss) of foreign subsidiaries .......... 128 (3) (94)
State income taxes .......................................... 2 (2) (4)
Temporary differences........................................ 370 (144) 74
Permanent differences........................................ 41 19 2
------- ------- -------
U.S. taxable income (loss)............................. $ (228) $ (163) $ 217
======= ======= =======
BUSINESS ENVIRONMENT
Sales of Class 5 through 8 trucks have historically been cyclical, with demand affected by such economic
factors as industrial production, construction, demand for consumer durable goods, interest rates and the earnings
and cash flow of dealers and customers. Truck sales in 2002 have been hindered by a number of factors including
the overall state of the economy, rising insurance costs, tightened credit availability and a large decline in
sales to leasing companies. The demand for medium trucks and school buses reflected these adverse conditions.
The company's U.S. and Canadian order backlog at October 31, 2002, is 21,500 units, compared with 16,600 units at
October 31, 2001. Historically, retail deliveries have been impacted by the rate at which new truck orders are
received. Therefore, in order to manage through the current downturn, the company continually evaluates order
receipts and backlog throughout the year by balancing production with demand as appropriate. Also, in an effort
to reduce fixed costs and improve operating efficiencies the company announced the layoff of approximately 750-800
workers at its Springfield Assembly Plant, 545 workers at its Indianapolis Engine Plant, 145 workers at the
Indianapolis Casting Corporation and 1,800 workers at the Chatham Assembly Plant, which started in the fourth
quarter of 2002 as part of the 2002 Plan of Restructuring.
The company currently projects 2003 U.S. and Canadian Class 8 heavy truck demand to be 156,000 units, down 5%
from 2002. Class 6 and 7 medium truck demand, excluding school buses, is forecast at 82,000 units, 13% higher
than in 2002. Demand for school buses is expected to be 27,500 units, consistent with 2002. Mid-range diesel
engine shipments by the company to OEMs in 2003 are expected to be 339,000 units, 8% higher than 2002.
The company, through its subsidiary IC Corporation (f/k/a American Transportation Corporation), announced the
creation of a single brand identity for its line of integrated products, the rear engine, front engine and
conventional school buses, which are built at IC Corporation's Conway, Arkansas and Tulsa, Oklahoma plants. The
new identity was unveiled to dealers of the integrated school bus product at the annual bus dealer meeting in
April 2002.
28
BUSINESS ENVIRONMENT (continued)
On June 1, 2002, the company's collective bargaining contract with the National Automobile, Aerospace and
Agricultural Implement Workers of Canada (CAW) expired. Efforts to negotiate a new labor contract with the CAW
failed, and on June 1, 2002, the CAW struck at the company's Chatham, Ontario heavy truck assembly plant, whose
employees are represented by the CAW. The company quickly implemented contingency plans designed to maintain
production and shipment levels to meet the needs of its customers, including increasing premium conventional heavy
truck production at its Escobedo Assembly Plant in Mexico. On July 15, 2002, the company and the CAW reached an
agreement ratifying a new two-year labor contract that expires in June 2004. On October 17, 2002, the company
announced that it will close the Chatham, Ontario plant in the summer of 2003, which was an option for the company
under this new contract.
On October 1, 2002, the company's master contract with the United Automobile, Aerospace and Agricultural
Implement Workers of America (UAW) expired. The contract was extended on a day-to-day basis until October 22,
2002. On October 27, 2002, the UAW approved a new five-year labor agreement that expires on October 1, 2007.
ITEM 7A. QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK
The company's primary market risks include fluctuations in interest rates and currency exchange rates. The
company is also exposed to changes in the prices of commodities used in its manufacturing operations and to
changes in the prices of equity instruments owned by the company. Commodity price risk related to the company's
current commodity financial instruments and equity price risk related to the company's current investments in
equity instruments are not material. The company does not hold a material portfolio of market risk sensitive
instruments for trading purposes.
The company has established policies and procedures to manage sensitivity to interest rate and foreign
currency exchange rate market risk. These procedures include the monitoring of the company's level of exposure to
each market risk, the funding of variable rate receivables primarily with variable rate debt, and limiting the
amount of fixed rate receivables which may be funded with floating rate debt. These procedures also include the
use of derivative financial instruments to mitigate the effects of interest rate fluctuations and to reduce the
company's exposure to exchange rate risk.
Interest rate risk is the risk that the company will incur economic losses due to adverse changes in interest
rates. The company measures its interest rate risk by estimating the net amount by which the fair value of all of
its interest rate sensitive assets and liabilities would be impacted by selected hypothetical changes in market
interest rates. Fair value is estimated using a discounted cash flow analysis. Assuming a hypothetical
instantaneous 10% adverse change in interest rates as of October 31, 2002 and 2001, the net fair value of these
instruments would decrease by approximately $10 million and $20 million, respectively. The company's interest
rate sensitivity analysis assumes a parallel shift in interest rate yield curves. The model, therefore, does not
reflect the potential impact of changes in the relationship between short-term and long-term interest rates.
Foreign currency risk is the risk that the company will incur economic losses due to adverse changes in
foreign currency exchange rates. The company's primary exposures to foreign currency exchange fluctuations are
the Canadian dollar/U.S. dollar, Mexican peso/U.S. dollar and Brazilian real/U.S. dollar. At October 31, 2002 and
2001, the potential reduction in future earnings from a hypothetical instantaneous 10% adverse change in quoted
foreign currency spot rates applied to foreign currency sensitive instruments would be approximately $2 million.
The foreign currency sensitivity model is limited by the assumption that all of the foreign currencies to which
the company is exposed would simultaneously decrease by 10%, because such synchronized changes are unlikely to
occur. The effects of foreign currency forward contracts have been included in the above analysis, however, the
sensitivity model does not include the inherent risks associated with the anticipated future transactions
denominated in foreign currency for which these forward contracts have been entered into for hedging purposes.
29
ITEM 8. FINANCIAL STATEMENTS AND SUPPLEMENTARY DATA
Index to Consolidated Financial Statements Page
- ------------------------------------------ ----
Statement of Financial Reporting Responsibility...................................................... 31
Independent Auditors' Report......................................................................... 32
Statement of Income for the years ended October 31, 2002, 2001 and 2000.............................. 33
Statement of Comprehensive Income for the years ended October 31, 2002, 2001 and 2000................ 34
Statement of Financial Condition as of October 31, 2002 and 2001..................................... 35
Statement of Cash Flow for the years ended October 31, 2002, 2001 and 2000........................... 36
Notes to Financial Statements
1 Summary of accounting policies.............................................................. 37
2 Postretirement benefits..................................................................... 40
3 Income taxes................................................................................ 44
4 Marketable securities....................................................................... 46
5 Receivables................................................................................. 47
6 Sales of receivables........................................................................ 48
7 Inventories................................................................................. 50
8 Property and equipment...................................................................... 50
9 Debt........................................................................................ 51
10 Other liabilities........................................................................... 53
11 Restructuring and other non-recurring charges............................................... 54
12 Discontinued operations..................................................................... 57
13 Financial instruments....................................................................... 58
14 Commitments, contingencies, restricted assets, concentrations and leases.................... 60
15 Legal proceedings and environmental matters................................................. 62
16 Segment data................................................................................ 62
17 Preferred and preference stocks............................................................. 65
18 Common shareowners' equity.................................................................. 66
19 Earnings per share.......................................................................... 67
20 Stock compensation plans.................................................................... 68
21 Condensed consolidating guarantor and non-guarantor financial information................... 70
22 Subsequent events........................................................................... 74
23 Selected quarterly financial data (unaudited)............................................... 75
Five -Year Summary of Selected Financial and Statistical Data........................................ 76
Additional Financial Information (unaudited)......................................................... 77
30
STATEMENT OF FINANCIAL REPORTING RESPONSIBILITY
Management of Navistar International Corporation and its subsidiaries is responsible for the preparation and
for the integrity and objectivity of the accompanying financial statements and other financial information in this
report. The financial statements have been prepared in accordance with accounting principles generally accepted
in the United States of America and include amounts that are based on management's estimates and judgments.
The accompanying financial statements have been audited by Deloitte & Touche LLP, independent auditors.
Management has made available to Deloitte & Touche LLP all the company's financial records and related data, as
well as the minutes of the board of directors' meetings. Management believes that all representations made to
Deloitte & Touche LLP during its audit were valid and appropriate.
Management is responsible for establishing and maintaining a system of internal controls throughout its
operations that provides reasonable assurance as to the integrity and reliability of the financial statements, the
protection of assets from unauthorized use and the execution and recording of transactions in accordance with
management's authorization. Management believes that the company's system of internal controls is adequate to
accomplish these objectives. The system of internal controls, which provides for appropriate division of
responsibility, is supported by written policies and procedures t