“List of International (brand) trucks”的意思、由来-开放百科全书

International trucks have been built and sold by the International Harvester Company (renamed Navistar International in 1986) from 1914 until the present (2019).

Originally marketed to farmers the trucks were immediately successful and were sold to businesses in cities as well. Since then International trucks have been sold worldwide and built or assembled in the United States, Australia, Brazil, Canada, England, Germany, Mexico, South Africa, the Soviet Union, and Turkey.

International Harvester/Navistar has also built large numbers of military tactical models, often to standard designs, from 1941 to the present. These are not sold under the International brand and are not included here.

In 2019 International markets six separate series of medium-duty, heavy-duty, and severe-service trucks with loaded weights from {{convert|16,000|to|92,000|lb}} and up to {{convert|140,000|lb}} including trailers. International also has always built a wide range of custom and speciality use trucks and chassis.

1902–1919

In 1902 five Chicago-based farm machinery companies merged to become International Harvester Company. The new company had dealers and plants throughout the mid-west.

In 1907 they released the Auto-Buggy, a small vehicle designed for rural roads and conditions. After building one hundred pre-production models in Chicago production began in Akron, Ohio. International Harvester's first truck, the Auto Wagon with a cargo body, was introduced in 1909. Other than the gasoline engine itself the Auto Buggy and Auto Wagon used the same technology as then current farm equipment. They could be understood and maintained by farmers and serviced by the dealer network already in place.

The Auto Buggy and Auto Wagon were successful, over 3,000 had been built by 1910. At the time this was a very large number in a new market. Designed for farmers, city businesses were also buying them. In 1911 the Auto Wagon was offered in models with different sizes and bodies. Since then International has offered a wide range of models and chassis for specialized bodies.

In 1915 a new type of truck with a front-mounted engine and lower profile tires, the Model F series, was introduced to replace the crude Auto-Wagons.{{sfnp|Crismon|1995|pp=3-4, 12-37}}{{sfnp|Foster|2015|pp=6-18}}{{sfnp|Mroz|1996|pp=206}}{{sfnp|A History..., Wisconsin Historical Society (2011)|1961}}

Auto Buggy (1907)

The Auto Buggy was the first powered vehicle built by International Harvester. It was designed for farmers using poor rural roads. It was basically a light wooden buggy with a primitive gasoline engine mounted below the body. Tall wooden-spoke wheels had iron treads on a wooden rim. Later pneumatic tires could be fitted. They were sometimes called "Highwheelers". Seats could be mounted in the rear for two more passengers. The Auto Buggy was discontinued in 1912 as International focused on trucks.

The Auto Wagon was introduced in 1909. It was an Auto Buggy with a wagon body. In 1912 there were six models. They would be built until 1916.

Development started in 1898. A two-cylinder air-cooled engine developing {{convert|20|hp|abbr=on}} was mounted under the body. By 1912 a water-cooled version was available. A two-speed transmission used roller-chains to drive the rear wheels. There was a mechanical band brake for the rear wheels.

An un-related "High-wheeler", the Roadster, was offered from 1910 to 1912. It had a gasoline inline 4 with a three-speed transmission, driveshaft, and geared differential axle.^[1]^[2]{{sfnp|Crismon|1995|pp=12-25}}{{sfnp|Foster|2015|pp=6-20}}

F Series (1913)

The Model F was a completely different type of truck than the Auto Wagon. It had a steel ladder frame with beam axles on semi-elliptic leaf springs. A front-mounted, water-cooled engine drove through a four-speed transmission and driveshaft to a geared differential rear axle. There were external band brakes on the rear wheels

The F had a "Renault-type" tapered hood with the radiator behind the engine (the Mack AC "Bulldog" also had one). This was thought to protect the radiator and make the engine easier to work on. It put the hot radiator directly in front of the driver and it was hard to work on the radiator. This was the only series to have one.{{sfnp|Crismon|1995|pp=25-54}}{{sfnp|Foster|2015|pp=12, 14, 18-27}}

1920–1939

In the 1920s trucks developed a common layout. A water cooled engines with a front mounted radiator drove a transmission, driveshaft, and rear axle with a geared differential (only very heavy-duty trucks used chain-drive). Cabs became more enclosed.

In 1921 a factory in Springfield, Ohio, was modified for truck production. 1923 a new plant was opened in Fort Wayne, Indiana. It replaced the Akron plant for truck production.

In 1922 International built its first school bus (on a S-Series). Cowl-chassis for school busses have been offered ever since.

In 1934 the C Series were the first International trucks with internal expanding drum brakes.

Also in 1934 Hendrickson walking-beam tandem rear axles were introduced in heavy trucks. They remain available in 2019.

In 1936 all International models were equipped with hydraulic service brakes. All following models would have either hydraulic or air service brakes.{{sfnp|A History..., Wisconsin Historical Society (2011)}}{{sfnp|Burness|1985|pp=215-225}}{{sfnp|Crismon|1995|pp=3-4, 12-157}}{{sfnp|Foster|2015|pp=21-59}}{{sfnp|Mroz|1996|pp=206-208}}

C series (1934–1936)

The C series was a range of trucks introduced in 1936. They introduced a new all-steel cab. There were also mechanical advances during it's production. All types of bodies were used, door-to-door milk delivery models were common. Cab-over-engine models{{efn|name=coefc}} were available. The C-series was replaced by the D Series in 1937.

Light-duty models had a L-head inline 6-cylinder {{convert|213|cuin|l|1}} engine with {{convert|78|hp}}, low power 4 and 6 cylinder engines were available for home-delivery service. Medium and heavy-duty trucks had overhead valve {{convert|223|, |279|, and|298|cuin|l|1}} inline-6 cylinder engines with {{convert|78|, |82|, and|91|hp}}. Three, four, and five speed transmissions were used. C-30 and larger models were available with 2-speed rear axles.{{efn|name=2s}}.

Medium and heavy-duty models had all-wheel hydraulic drum brakes. Light duty models were introduced with mechanical brakes but were upgraded to a hydraulic system in 1936. C-40, 50, and 55 models were available with tandem rear axles. Loaded weights were from {{convert|4,400|lb}} in the C-1 to {{convert|33,000|lb}} in the C-60-T. There were no extra-heavy-duty or off-road models.

^[3]{{sfnp|Burness|1985|pp=222-223}}{{sfnp|Crismon|1995|pp=114-115, 119-51}}{{sfnp|Foster|2015|pp=43-89}}{{sfnp|Mroz|1996|p=208}}

D Series (1937-1940)

The D Series was a range of light, medium, and heavy-duty trucks introduced in 1937. They had rounded styling and a new cab with a two-piece V-shaped windshield. Cab-over-engine models{{efn|name=coefc}} were also available. All types of bodies were used, models above the 50 and the COE 700 were available as semi-tractors. The D Series was replaced by the K Series in 1952.

The smallest engine offered was an inline 4-cylinder, all others were inline 6-cylinders. The L-head 133/213/232 family had {{convert|33|, |79|, and|81|hp}}. The overhead valve 241/260/298 family had {{convert|84|, |89|, and|93|hp}}. The overhead valve 360/401/451 family had {{convert|111|, |114|, and|120|hp}}. 3, 4, and 5-speed transmissions were offered, two transmission ranges, a 3-speed auxiliary transmission, or two-speed rear axles were available.

All models had all-wheel drum brakes, most had hydraulic brakes and larger models had vacuum assist. Air brakes were standard on semi-tractor and tandem models. The 246-F, 346-F, and 426-F had tandem rear axles. Loaded weights were from {{convert|4,390|lb}} in the base D-2 to {{convert|42,000|lb}} in the DR-426-F. No extra-heavy or severe-service models were offered.^[4]{{sfnp|Foster|2015|pp=51-60}}{{sfnp|Mroz|1996|p=208}}

Metro (1938)

Models: D, K/KB, L, R, S, and A {{frac|1|2}} to {{frac|1|1|2}}-ton (450-1360kg) chassis with an "M" in model number

The Metro was a range of step vans introduced in 1938. It had a rounded cab-over-engine body with sliding doors on a then-current light or medium chassis. Bodies were built at the Metropolitan Body Co. and cab-chassis were offered for vendor bodies. In 1963 the original-style bodies were replaced with flat-panel models. In 1972 Metropolitan Body closed.

Engine choice was the same as the current model, but low-power 4- and 6-cylinder engines were also available for stop-and-go delivery. Automatic transmissions were offered on most models.

An addition to the chassis was optional driving positions. Dual controls with a right-side stand-up driving position could be used for residential delivery.^[5]{{sfnp|Crismon|1995|pp=142-144, 157-158, 175...367}}{{sfnp|Foster|2015|pp=57-61, 92-93}}

1940–1959

The K series, introduced in 1940, was built in large numbers during World War II for civilians, the military, and Lend-Lease export. When the war was over it was slightly updated and sold until the new post-war designs were introduced in 1949.

In 1952 a panel truck fitted with windows was introduced as the Travelall. With rear seats installed it was a heavy station wagon and without seats it could carry cargo. The Travelall became a standard model in the light truck series.{{sfnp|A History..., Wisconsin Historical Society (2011)}}{{sfnp|Burness|1985|pp=226-231}}{{sfnp|Crismon|1995|pp=6-8, 156-309}}{{sfnp|Foster|2015|pp=60-105}}{{sfnp|Mroz|1996|pp=209-210}}

K and KB series (1940-1948)

The K series was a complete range of trucks introduced in December 1940. It was an update of the D series of 1937 with cosmetic changes. In 1947 the K was updated as the KB. All types of bodies were used, models K-6 and above were available as semi-tractors. COE models were offered until 1943. The KB was replaced by the L series in 1949.

The K/KB series had inline-6-cylinder engines. The Green Diamond 175/214/233 had {{convert|64|, |82|, and|93|hp}}. The 242/260 family had {{convert|84|and|101|hp}}. The 240/260 family was replaced by the Blue Diamond 250/270, both had {{convert|100|hp}}. The Red Diamond 361/401/451 had {{convert|126|, |140|, and|148|hp}}. A Continental R-6586 with {{convert|200|hp}} was used in the K-12 and K-12-F.

Three, 4, and 5-speed transmissions, a 3-speed auxiliary, and 2-speed rear axles{{efn|name=2s}} were available.

Most models had hydraulic drum brakes, larger models could have vacuum-assist. Some K/KB-8 and larger models could have full air brakes. The models K/KB-8 and larger were available with tandem rear axles. Loaded weights were from {{convert|4,400|lb}} in the base K-1 up to {{convert|48,000|lb}} and {{convert|78,000|lb}} including trailers in the KB-11-F.^[6]^[7]{{sfnp|Burness|1985|pp=226-227}}{{sfnp|Crismon|1995|pp=156, 163-166, 168-170,...217-220}}

L series (1949–1952)

The L series was a complete range of trucks introduced in late 1949. The first new trucks since the war-era D/K/KB models, they introduced a cab with a one-piece curved windshield that continued in service until 1971. They were also the first trucks with the Raymond Loewy "IH" insignia that was used into the 1970s. All types of bodies were used, models above the 170 were available as semi-tractors. Cab-over-engine models{{efn|name=ugly}} were available from 1950. The L-series was replaced by the R Series in 1952.

Gasoline, diesel, and LPG inline-6-cylinders engines were used. The Blue Diamond 220/240/270 had {{convert|100|, |108|, and|100|hp}}. The Red Diamond 406/450/501 had {{convert|190|, |162|, and|212|hp}}. Hall-Scott high-power gasoline and LPG engines had from {{convert|266|to|356|hp}}. The Cummins H-600 had from {{convert|165|to|283|to|212|hp}}.

Three, 4, and 5-speed manual transmissions were used, diesel models could have a 10-speed Roadranger. Larger models were available with 2-speed rear axles.{{efn|name=2s}}.

All models had all-wheel hydraulic drum brakes, the 160 and larger models had vacuum assist. Air brakes were standard on tandem and semi-tractor models. The 170, 190, and 210 models were available with tandem rear axles. Loaded weights were from {{convert|4,200|lb}} in the 110 to {{convert|45,000|lb}} in the F210. The F400 could have a loaded weight of {{convert|76,800|lb}} including trailers.^[8]{{sfnp|Burness|1985|pp=228}}{{sfnp|Crismon|1995|pp=217-218, 222-237}}

R series (1953-1968)

The R series{{efn|name=Line|In the 1950s trucks were sometimes advertised as the A-Line, S-Line, R-Line, etc.}} was a complete range of trucks introduced in 1953. It was an update of the L series, with the same cab, cosmetic changes to the front end, and more engines available. Cab-over-engine models{{efn|name=ugly}} were available. All types of bodies were used, models R-190 and above were available as semi-tractors. In 1955 the light and medium-sized models were replaced with the S Series. The heavy-duty versions were replaced in by the Fleetstar A in 1968.

Gasoline, diesel, and LPG inline-6-cylinder engines were used. The inline-6 Silver Diamond 220/240 had {{convert|100|and|108|hp}}. The Blue Diamond 269 had {{convert|101|hp}}. The Red Diamond 372/406/451/501 family had {{convert|165|, |175|, |182|, and|212|hp}}. Hall-Scott high-power gasoline and LPG engines had from {{convert|266|to|356|hp}}. Cummins diesels had {{convert|150|to|300|hp}} and Buda diesels had {{convert|185|to|280|hp}}.

Three, 4, and 5-speed manual transmissions were used, a 3-speed auxiliary transmissions, or 2-speed rear axles{{efn|name=2s|A 2-speed rear axle can be shifted when moving, giving each gear a low and high range.}} were available. Diesel models had 10-speed Roadranger transmissions. Models with a driven front axle had a 2-range transfer case.

Most models had all-wheel hydraulic drum brakes standard, larger models had vacuum assist standard and all had it optional. Diesel, semi-tractors and other heavy-duty models had full air brakes. A driven front axle was available R-150 to R-190 models and tandem axles on R-190 and larger models. Loaded weights were from {{convert|4,200|lb}} in the R-110 to {{convert|46,000|lb}} in the RT-195. The high-power RDF 400 could have a loaded weight of {{convert|76,800|lb}} including trailers.

^[9]{{sfnp|Burness|1985|pp=229-231}}{{sfnp|Crismon|1995|pp=246-250, 262-264, 400}}

A and B series (1957-1964)

The A series{{efn|name=Line}} was a line of light and medium trucks introduced in 1957. A special A-100 Golden Jubilee Model had a gold and white paint scheme. It had modern styling and introduced a new, wider cab that would be used until 1976. A crew-cab was also available. A 1959 update changed the name to B series. A variant, the AC/BC, was a modified conventional with the cab mounted higher on the frame and a shorter hood. This model's layout led directly to the Loadstar, which replaced them in 1962. At that time International stopped building long conventional medium-duty trucks. Light duty B Series models were replaced by the C Series in 1965.

Gasoline and LPG inline-6 and V-8 engines were used. The Silver Diamond BD220/240 and Black Diamond BD264/282/308 with {{convert|112|to|154|hp}}. The B Series had two V8 engines, the V266 and V304 with {{convert|136|and|178|hp}}. LPG models were also available.

Three, 4, or 5-speed transmissions were used. An automatic was available on some models. Models with front-wheel drive had a three speed transfer case, with two on-road and one off-road ranges. Larger models could have a two-speed rear axles.{{efn|name=2s}}

All models had hydraulic drum brakes standard. Vacuum-assist was standard or available on all models, and full air brakes were available large models. A driven front axle was available on medium-duty models. Loaded weights were from {{convert|4,200|lb}} in the A-100 to {{convert|25,500|lb}} and up to {{convert|48,000|lb}} including trailers in the BC-1890.

^[11]{{sfnp|Crismon|1995|pp=281-287 299-304, 320, 323-324}}{{sfnp|Motor's|1973|pp=946-948}}

1960–1969

In the 1960s a range of new named series were introduced. The Loadstar, Fleetstar, and Transtar (Paystar was added in 1972) would be built without major change until replaced between 1977 and 2001.

In 1969 a new D series light truck was introduced. It included crew-cab and station wagon models. In 1975 all light truck models were discontinued.

In 1977 the S Series was introduced. They replaced the Loadstar and Fleetstar completely and could do some of the work of the Paystar and Transtar. They were so successful that they are sometimes considered the truck that saved International Harvester from bankruptcy. S Series models were built until replaced at different times between 1988 and 2003.{{sfnp|Burness|1985|pp=232-248}}{{sfnp|Crismon|1995|pp=9-10, 310-504}}{{sfnp|Foster|2015|pp=106-157}}{{sfnp|Mroz|1996|pp=21-211}}{{sfnp|Who We Are|2016}}

Scout / Scout II (1961-1980)

The Scout was a small utility vehicle introduced in 1961. It was an open two-door with a flat panel body. It could have removable pickup or full-length roofs, in both folding and hard types. The Scout was designed to be a utility truck with four-wheel drive, but most were sold as personal recreational vehicles with full-length roofs. The Scout and updated Scout II continued in production largely unchanged until discontinued in 1980.

The Scout had its own engine, the 4-152/196 with {{convert|93|or|110|hp}}. The medium-duty truck V-266/304/345 V-8s with {{convert|115|, |193|, and|197|hp}} were optional on most models. In the 1960s a turbocharged 4-152T with {{convert|111|hp}} was optional for high altitude and commercial use. The Scout II had a diesel with {{convert|81|hp}} available.

A 3-speed transmission was standard, 4-speed, 4-speed low first gear, and automatic models were optional. Very light-duty 4x4 models had single-range transfer cases, all others had two ranges.

Four-wheel drive and a limited-slip rear axle were available. All had hydraulic brakes, usually 4-wheel drums. Vacuum assist was optional and the Scout II could have front discs. The lightest Scout model had a loaded weight ratings of {{convert|3,100|lb}}, the Scout II had a rating of {{convert|6,200|lb}} and could tow up to {{convert|5,000|lb}}.^[12]

Loadstar (1962–1979)

The Loadstar was a medium-duty short-hood conventional introduced in 1962. When introduced it had a grey grill and "butterfly" hood but in 1971 a one-piece tilting hood became standard. The cab, also used on the Fleetstar, had been introduced on the A series in 1957. Cab-over-engine models were also available until replaced by the Cargostar in 1971. The Loadstar was used for local delivery, construction, farming, and as a semi-tractor. With all wheel drive it was also used for fire engines, snow-plows, and utility work. Schoolmaster chassis were used for vendor school-bus bodies. The Loadstar conventionals were replaced by the S Series in 1977.

Gasoline, mid-range diesel, and LPG engines were used. The short hood of the Loadstar meant that V-8 engines fit better than longer inline-6 engines. The only inline-6 engines were the small "Blue Diamond" BD264/282/308 with {{convert|154|, |136|, and|202|hp}} and a Perkins diesel. V8 gasoline engines were the V304/345/392 family with {{convert|193|, |197|, and|236|hp}}. LPG models were also available. In 1974 the larger block MV404 with {{convert|206|hp}} was introduced. Mid-range diesels were International V8s up to {{convert|200|hp}}, the Detroit Diesel 6V53 with {{convert|195|hp}}, and Perkins inline-6s up to {{convert|130|hp}}.

Four and 5-speed manual transmissions were used. All gasoline single axle models could have a 2-speed rear axle.{{efn|name=2s}} Diesel models were available with 8- and 10-speed Roadranger manual transmissions. Four and 6-speed automatic transmissions were available on some models.

Models other than semi-tractors had vacuum assisted hydraulic drum brakes standard. Air over hydraulic and full air brakes were available. A driven front axle and tandem rear axles were available on some models (cab-over-engine models could have neither). Loaded weights were from {{convert|18,200|to|30,200|lb}} and up to {{convert|50,000|lb}} including trailers.{{sfnp|Motor's|1973|pp=946-948}}^[13]{{sfnp|Burness|1985|pp=233-234, 239-241, }}{{sfnp|Crismon|1995|pp=331-332, 337-339, 342-343,...481-482}}

Fleetstar (1963–1977)

The Fleetstar was a heavy-duty short-hood conventional. It was introduced in 1962 and entered production in 1963. The cab, grey grill, and "butterfly" hood were the same as used on the Loadstar. In 1969 a one-piece tilting hood became standard. The Fleetstar was used as both a local straight truck with mid-range engines and as a semi-tractor with heavy-duty engines. The Fleetstar was replaced by the S-Series in 1977.

Gasoline, mid-range diesel, and heavy-duty diesel engines were used. The short hood meant that the longer inline-6-cylinder engines continued back through the firewall and into the cab. A shroud ("doghouse") came back from the firewall and covered the engine to the floor. Gasoline engines were the Red Diamond 406/451/501 with {{convert|175|, |182|, and|212|hp}} and the VS-401/478/549 with {{convert|206|, |209|, and|285|hp}}. Mid-range diesels were the Cummins V6 with {{convert|195|hp}}, International V8s with up to {{convert|180|hp}}, the Caterpillar 3208 with {{convert|225|hp}}, and the DT466 with {{convert|210|hp}}. The heavy-duty diesels were Cummins from the NH220 with {{convert|220|hp}} to the NTC335 with {{convert|335|hp}}, a Detroit Diesel 6-71 with {{convert|238|hp}}, and a Caterpillar 3406 with {{convert|325|hp}}.

All models except Detroit Diesels had a five speed transmission standard, the Detroit Diesel models had a 10-speed Roadranger. Single axle trucks with 5-speed transmissions had 2-speed rear axles available.{{efn|name=2s}} Nine-, 10-, and 13-speed Roadrangers were available on heavier models.

All gasoline models other than semi-tractors had vacuum assisted hydraulic drum brakes standard. Air trailer brakes and full air brakes were available. Diesel models had full air brakes. Loaded weight could be from {{convert|37,500|lb}} up to {{convert|61,000|lb}} and up to {{convert|79,000|lb}} including trailers.^[14]{{sfnp|Crismon|1995|pp=343, 350-351, 362-363, 397, 405,10, 437-438}}{{sfnp|Motor's|1972|pp=919–920, 943, 946, 1066, 1224}}

Transtar CO4070 (1968–1981)

The Transtar cab-over-engine models were heavy-duty over-the-road semi-tractors introduced in 1968. They used an improved CO4000 cab from 1965, The CO4090A and 4070B had the cab raised so high-power engines could be used. Daycab models were available for regional use but most had a {{conv|23|in|cm}} or {{conv|33|in|cm}} inch sleeper compartment. In 1974 the improved raised cab CO4070B Transtar II was introduced and the low-cab version was discontinued. The Transtar II was replaced by the CO9670 in 1984.

Heavy duty and high-power diesel engines were used. Detroit Diesel had the 6-71 with 238, 8V-71 with {{convert|350|hp}}, the 6V-92 with {{convert|270|hp}}, and the 8V-92 with {{convert|445|hp}}. Cummins had the NH230 with {{convert|230|hp}} to the KT450 with {{convert|450|hp}}. A Caterpillar 3406 with {{convert|400|hp}} was available.

All models had a 10-speed Roadranger transmission standard, 9, 13, 15, and a Spicer 14-speed transmissions were optional.

All Transtars had full air brakes. Loaded weights were from {{convert|35,000|to|49,500|lb}} and up to {{convert|79,000|lb}} including trailers.^[15]{{sfnp|Burness|1985|pp=237, 240,243, 247-248}}{{sfnp|Crismon|1995|pp=440, 406, 411...551}}

D series (1969-1975)

The D-Series was a light duty conventional introduced in 1969. It had an entirely new body with a simple flat panel design similar to the smaller Scout. They were used as pickup trucks and chassis-cabs for dump, platform, and specialty bodies. The Travelall station wagon and Travelette crew-cab pickup were also offered. The D-Series was International's last light truck and was discontinued in 1975.

An AMC 258 inline-6-cylinder engine with {{convert|113|hp|abbr=on}} standard. All had the V304/345/392 family with {{convert|193|, |197|, and|236|hp}} optional. LPG models were also available.

Three, 4, and 5-speed manual transmissions were used, a 3-speed automatic available.

All models had hydraulic drum brakes standard, power discs were optional on the lightest. A driven front axle was available on mid-sized models. The heavier models could have dual rear tires and the heaviest model could have a 2-speed axle.{{efn|name=2s}} Loaded weights were from {{convert|4,800|to|16,000|lb}}.^[4]{{sfnp|Burness|1985|pp=237-238, 241, 246 }}{{sfnp|Crismon|1995|pp=409-410, 412-414, 433-445...471-474}}

1970-1979

Cargostar (1970–1986)

The Cargostar was a forward control cab-over-engine medium-duty series introduced in 1970. Replacing the cab-over-engine Loadstar models, the Cargostar had an improved cab and heavier models. The Cargostar's maneuverability made it useful in cities as straight trucks, larger models could be local semi-tractors. The Cargostar was discontinued in 1986.

Gasoline and mid-range diesel engines were used. Gasoline engines were the "Red Diamond" RD-406/450/501 family of inline-6 engines with {{convert|175|, |182|, and|212|hp}} and the VS-401/478/549 with {{convert|206|, |209|, and|285|hp}}. Mid-range diesel engines were a DV-550 V-8 with {{convert|180|hp}}, a Caterpillar 3208 with {{convert|225|hp}}, a Detroit Diesel 6V-53 with {{convert|195|hp}}, and an International DT466 with {{convert|210|hp}}.

Four and 5-speed transmissions were used. Four, 5, and 6-speed automatics were optional on different models. Two-speed rear axles{{efn|name=2s}} were available on gasoline models. The 1900/F1900 had a 10-speed and 13-speed (tandem only) Roadranger® transmissions available.

All gasoline single rear axle models had vacuum-assisted hydraulic drum brakes with full air optional. Diesel and tandem models had full-air brakes standard. Loaded weights of the trucks were from {{convert|19,500|to|54,000|lb}} and up to {{convert|65,000|lb}} including trailers.^[16]{{sfnp|Burness|1985|pp=240, 246}}{{sfnp|Crismon|1995|pp=419, 424-425, 446-447, 541-542}}

Transtar 4200/4300 (1971–1984)

The Transtar was a heavy-duty long hood conventional introduced in 1971. It had a new cab that would also be used by the new Paystar. A large forward tilting rectangular hood had a very large grille area. The Transtar was used as a semi-tractor for local construction, regional hauling, and long distance over-the-road trucking. In 1985 the Transtar was rebranded the International 9370.

Only had heavy-duty diesel engines were used. Detroit Diesel had the 8V71 with {{convert|260|hp}}, the 6V-92 with {{convert|270|hp}}, the 12V71 with {{convert|434|hp}}, and the 8V-92 with 445 hp. Cummins had the NH230 with {{convert|230|hp}} to the NTC475 with {{convert|475|hp}} (the most powerful engine offered). A Caterpillar 3406 with {{convert|400|hp}} was available.

All trucks had a Roadranger 10-speed transmissions standard, 8, 9, 13, and 15-speed were optional. A 5-speed main and 4-speed auxiliary were available on tandem axle models, a 16-speed was also available in tandem axles.

All Transtars had full air brakes. The standard rear suspension was leaf springs, air suspension, walking beam, and other types were optional. Loaded weights were up to {{convert|61,000|lb}} and up to {{convert|79,000|lb}} including trailers.^[15]{{sfnp|Burness|1985|pp=241, 244, 248}}{{sfnp|Crismon|1995|pp=432, 438, 483...531}}

Paystar 5000 (1972–1998)

The Paystar was a severe service conventional introduced in 1972. It used the same cab as the Transtar 4200/4300 and had a long, rectangular hood. It had a set-back front axle with a butterfly hood and flat diamond plate fenders. In 1973 a set-forward front axle model with a tilting fiberglass hood was added. The Paystar was commonly used for straight trucks like heavy-duty dump trucks, concrete mixers, and off-road fire apparatus. The Paystar was built with few changes until replaced by the new generation 5000i Series in 1999.

Mid-range and heavy-duty diesel engines were used. Mid-range engines were International V8s with up to {{convert|200|hp}}, a Caterpillar 3208 with {{convert|225|hp}}, a Detroit Diesel 6V-53 with {{convert|200|hp}} and in 1975 a International DT466 with {{convert|210|hp}}. Heavy-duty engines were Cummins from the NH230 with {{convert|230|hp}} to the NTA400 with {{convert|370|hp}}. Detroit Diesel had a 6-71 with {{convert|238|hp}}, a 6V92 with {{convert|270 |hp}}, and a 8V-71T with {{convert|350|hp}}.

Most models had a 5-speed manual transmission standard and tandem rear axle models could have a 3 or 4-speed auxiliaries. Mid-range engines could have a Roadranger medium-duty 13-speed and heavy-duty models could have 10 and 13 speeds. Different models of 5-speed, 6 and 7-speed, and automatic transmissions were sometimes available. All powered front axle models had a 2-speed transfer case except for those that had the medium-duty 13-speed, it had a low range in the transmission and used a single-speed transfer.

All models had full-air with drum brakes. Set-forward, set-back, and driven front axles were available and specialty models could have two steering axles. The Paystars were the heaviest road trucks International built, with loaded weights from {{convert|48,860|to|73,160|lb}} and up to {{convert|120,000|lb}} including trailers.^[17]{{sfnp|Burness|1985|p=245}}{{sfnp|Crismon|1995|pp=441, 449, 452...607}}

S Series (1977–2004)

The S-Series was a range of medium and heavy-duty conventional trucks that was introduced in 1977 to replace and widen the Loadstar and Fleetstar lines. It used a new cab with flat panels and forward tilting hood in different lengths. The series was very wide, from the medium duty 1600 to the regional semi-tractor 2500 and severe-service 2600. In 1988 medium-duty production ended, replaced by the 4000 Series. The heavy-duty highway semi-tractors were replaced by the 8000 Series. The severe-service 2600 ended production in 2003. In 2004 the last Schoolmaster was built.

Gasoline, mid-range diesel, and heavy-duty diesel engines were used, the S series was the last International truck to have a gasoline engine. Gasoline engines were the V-345 V8 with {{convert|158|hp}} and the MV-404/446/537 with from {{convert|206|to|236|hp}}. Mid-range diesel engines were International V8s with up to {{convert|190|hp}}, Caterpillar 3208 with {{convert|210|hp}}, and the International DT-466 with {{convert|210|hp}}. Heavy-duty diesel engines were the Caterpillar 3406 with up to {{convert|380|hp}} and Cummins up to NTC350 with {{convert|350|hp}}. Detroit Diesel had the 6-71 with {{convert|238|hp}}, the 6V-92 with {{convert|307|hp}}, and the 8V-71 with {{convert|370|hp}}.

Four, 5, 6, and 7-speed manual and 8, 9, 10, and 13-speed Roadrangers. Heavy-duty engines used 6 and 7-speed manual and 8, 9, 10, and 13-speed Roadrangers. Most had an automatic transmission available. Models with powered front axles and manual transmissions had a two-speed transfer case, the Roadranger had a very low range and a single-speed transfer.

Gasoline engine straight trucks had vacuum assisted hydraulic brakes, all diesel and semi-tractor models had air brakes. A driven front and tandem rear axles were available. The S Series had a very wide range of sizes with loaded weights from {{convert|19,500,000|to|54,000|lb}} and up to {{convert|79,000|lb}} including trailers.^[18]^[19]{{sfnp|Burness|1985|pp=247-249}}{{sfnp|Crismon|1995|p=485, 489-490, 492...542}}

1980–1999

In a 1984-1986 down-sizing of the company all farm and construction machinery business, with the name "International Harvester" and the IH logo, was sold to Tenneco's J. I. Case division, at that time the company was renamed "Navistar" and a new logo, the "Diamond Road", was registered. Most S Series trucks were updated with new low-drag hoods and mechanical improvements. They became the 4000 and 8000 series. Most other models, including the S2600, stayed largely unchanged until replaced in 2000-2003.{{sfnp|Who We Are|2016}}{{sfnp|Crismon|1995|pp=3-4, 505-605}}{{sfnp|Davies|2000|p=402}}{{sfnp|Foster|2015|pp=158-183}}{{sfnp|Mroz|1996|pp=211-212}}^[20]

4000 Series (1988–2000)

The 4000 Series were medium duty trucks introduced in 1988. They used an S Series cab with a new low-profile hood that improved driver visibility and reduced air resistance. Day and crew cabs were available. They were commonly used for local delivery and vocational work but there were also semi-tractor, service, and specialty models. They were replaced by the "New Generation Vehicle" 4000 Series in 2001.

International mid-range diesel engines were available. The 7.3L had {{convert|155|to|170|hp}}, the DT360 had {{convert|170|or|180|hp}}, and the DT466 had between {{convert|180|and|250|hp}}.

Most models had a 5-speed manual transmission standard, 4-speed automatic and other manuals up to 13-speeds were optional. Trucks with driven front axles had a 2-speed transfer case.

Low-profile chassis models that could have a low loading height were available. Driven front and tandem rear axles were available. Loaded weights were between {{convert|21,500|and|56,000|lb}}.^[18]{{sfnp|Crismon|1995|pp=176-178, 564-566, 604-605}}{{sfnp|Foster|2015|pp=176-178}}

8000 Series (1987–2000)

The 8000 Series were heavy-duty semi-tractors introduced in 1987. They used an S Series cab with a low-profile hood, a set-back front axle allowed the front fenders to be tapered and low-drag. A less aerodynamic short hood similar to the 4000 series was used when overall length was important. Intended for regional highway use with high fuel efficiency, there is a very wide range of aerodynamic aids for both short and long hood models. A similar mid-range 7100 was available in 1989-1990. The 8000 Series was replaced by the New Generation Vehicle 8000 Series in 2002.

Heavy-duty diesel engines were standard, mid-range and high-power engines were available. A Cummins economy model L10 with {{convert|240|, |270|, or|280|hp}} was the standard engine. The Caterpillar 3176 had up to {{convert|325|hp}} and the 3406 up to {{convert|375|hp}}. A Detroit Diesel Series 60 had up to {{convert|430|hp}} After the 7100 was discontinued in 1991 a mid-range International DT466 with up to {{convert|240|hp}} was available in the 8100.

Single axle models had manual and tandem models had Roadranger transmissions standard, a wide range of transmissions between 6 and 15-speeds were available.

The 8000 Series had a wide range of sized chassis and components. Loaded weights of tandem models were normally up to {{convert|80,000|lb}}, a 8300 with a high-power engine and extra-heavy duty components could have a loaded weight of {{convert|110,000|lb}} including multiple trailers.{{sfnp|Crismon|1995|pp=547, 566-567, 573...661}}

9000i Series (1984–1999)

The 9000i Series are heavy-duty semi-tractors. They were introduced in 1984 as an update of the Transtar 4200/4300, which they replaced. The 4200/4300/9000i design remained largely unchanged from their introduction in 1970 until replaced by the new generation 9000i series in 1999. The 9000i were almost exclusively used as semi-tractors but a few straight trucks were built.{{sfnp|Crismon|1995|pp=419, 529, 563, 601}}

They used an aluminum day-cab also used by the Paystar 5000 conventional and had a long rectangular hood. Most were set-forward front axle models but in 1989 a set-back front axle with a lower-profile hood was introduced. When used for long-distances an external "box" type sleeper could be fitted.{{sfnp|Crismon|1995|pp=529, 531,538, 563, 567}}

The long hood and large grill area allowed the largest highway engines to be used. Caterpillar, Cummins, and Detroit Diesel engines were available with up to {{convert|480|hp}}. Fuller manual transmissions with 5 to 15-speeds were available. Single and tandem, rear axles were available. Gross vehicle weight ratings (total weight of the truck) could be up to {{convert|60,000|lb}} and up to {{convert|140,000|lb}} including trailers.^[18]{{sfnp|Crismon|1995|pp=593, 600}}

CO9000 (1981-1999)

The CO9000 series was a heavy-duty cab-over-engine highway tractor. Introduced in 1981 to replace the Transtar II. A set-back model was introduced in 1988. Production ended in 1998.{{sfnp|Crismon|1995|pp=511, 547}}

Making use of smaller-displacement diesel engines, the CO9670 introduced a wider cab, larger doors (shared with the conventional Transtar and Paystar), and a larger windshield. The set-back front axle version was the first cabover sold in North America with a completely flat floor.{{sfnp|Crismon|1995|pp=529, 531}}

Caterpillar, Cummins, and Detroit Diesel engines were available with up to {{convert|444|hp}}. Fuller manual transmissions with 9 to 13-speeds were available. Single and tandem rear axles were available. Gross vehicle weight ratings (total weight of the truck) could be up to {{convert|60,000|lb}} and up to {{convert|140,000|lb}} including trailers.{{sfnp|Crismon|1995|pp=534, 545, 568}}

2000–2009

In 2001 the new "Next Generation Vehicle" models were introduced. At first most used the same series number names as the trucks they replaced, in 2006-2007 most were renamed with "Star" as the end of the name.^[18]{{sfnp|Foster|2015|pp=184-197}}

In 2000 International had a range of low and medium power diesel engines, Caterpillar and Cummins engines were used in heavier applications. In 2008 two larger International engines were introduced to replace many Caterpillar and Cummins engines. All International engines between 2008 and 2014 were named "MaxxForce".^[18]{{sfnp|Who We Are|2016}}{{sfnp|Foster|2015|pp=190-191}}

4000 / DuraStar (2001–2017)

The DuraStar is a medium-duty truck. They were introduced in 2001 as the 4400 Series and renamed DuraStar in 2008. They have the "New Generation Vehicle" (NGV) all-steel cab available as day, extended, and crew cab models. When introduced it had a complete line of International diesel engines with up to {{convert|330|hp}}, in 2014 Cummins engines with up to {{convert|350|hp}} became available. Fuller 5, 6, 7, and 10-speed manual and Allison 6-speed automatic transmissions were available. Although available with tandem rear axles or as semi-tractors most have single rear axles and are used in local delivery and service. The DuraStar was replaced by the MV in 2018.^[21]

5000i / PayStar (1999–2016)

The PayStar 5000 is a severe service truck. It was introduced in 1995 as the 5000i Series. It uses an aluminum cab also used by the 9000i. It is only available as a day-cab. It has a wide range of models with both straight and semi-tractor models. The 5000i/PayStar had a wide choice of diesel engines. International engines with up to {{convert|475|hp}}, Caterpillar engines with up to {{convert|568|hp}}, and Cummins engines with up to {{convert|600|hp}} were available. Fuller manuals and automated manuals with 10 to 18-speeds and Allison 6-speed automatic transmissions were available. Set-forward, set-back, and driven front axles were available on different models. Single, tandem, and tridem rear axles with leaf springs or air suspension were available on different models. The PayStar was replaced by the HX in 2016.^[22]

7000 / WorkStar (2001–2016)

The WorkStar is a heavy-duty truck. It was introduced in 2001 as the 7000 Series and renamed WorkStar in 2008. They have the "New Generation Vehicle" (NGV) all-steel cab available as day, extended, and crew cab models. When introduced it had a complete line of International diesel engines with up to {{convert|330|hp}}, in 2014 Cummins engines with up to {{convert|350|hp}} became available. Fuller manuals with 6 to 18-speeds, automated manuals with 10 to 18-speeds, and Allison 6-speed automatic transmissions were available. Set-forward, set-back, and driven front axles were available on different models. Single, tandem, and tridem rear axles with leaf springs or air suspension were available on different models. Primarily a vocational straight truck used as dump and concrete mixer trucks, semi-tractor models were also available. The WorkStar was replaced by the HX in 2016.^[22]

8000 / TransStar (2002–2016)

The TranStar is a heavy duty highway semi-tractor. It was introduced in 2002 as the 8000 Series and renamed TranStar in 2007. They have the "New Generation Vehicle" (NGV) all-steel cab available as day and extended cab models. A set-back front axle allowed a short low drag hood, but the short hood limited engine availability. In 2002 Caterpillar and Cummins medium-horsepower engines were used, in 2008 the new MaxxForce 11/13 engines were introduced to replace them. Fuller manuals and Allison automatic transmissions were available. Single or tandem rear axles were mounted on an air suspension. It was intended for regional use and has no high-horsepower or sleeper models.{{sfnp|Foster|2015|p=186}}

9000i (2000–2017)

The 9000i is a heavy duty semi-tractor introduced in 2000. It uses an aluminum cab also used by the 5000i/PayStar and had a long rectangular hood. It is available as a day cab and with sleepers. The long hood allowed high-power engines to be used. Both set-forward and set-back front axles were available. Caterpillar engines with up to {{convert|550|hp}} were available until 2009 and Cummins engines with up to {{convert|600|hp}} were available until the end of production. Fuller manual and automated manual transmissions with 10 to 18-speeds were available. It was available with a day-cab for local and regional use and with sleepers for long-haul work.{{sfnp|Foster|2015|pp=62-66, 71-81}}^[18]^[22]

ProStar (2006–2016)

The ProStar is a heavy duty highway semi-tractor introduced in 2006. It uses the NGV cab introduced in 2001 available as a day cab and with different fairings and sleepers. A set-back front axle allowed a low drag hood. The ProStar had two diesel engines, the International N13 up to {{convert|475|hp}} and the Cummins ISX with up to {{convert|550|hp}}. Fuller manuals and automated manuals with 10 to 18-speeds and Allison 10-speed automatic transmissions were available. Single or tandem rear axles are mounted on an air suspension. It is intended for long-distance use and has high-horsepower and sleeper models. The ProStar was replaced by the LT in 2017.{{sfnp|Foster|2015|pp=62-66, 71-81}}^[18]^[22]

2010-present

International's technology to meet 2010 emissions standards was a failure, they still couldn't meet the standards in 2012 and engine reliability suffered. Medium power Cummins engines were re-introduced in 2014. In 2018 International stopped building all engines except the medium/high-horsepower A26, all other models have Cummins engines.^[18]^[23]^[24]^[25]^[26]{{sfnp|Foster|2015|pp=190-191, 198}}

Between 2016 and 2018 all models were updated with small cosmetic and mechanical changes and renamed without "Star". Some weights on comparable models were increased but the entire range was largely unchanged.^[18]^[22]

HX Series (2016– )

The HX Series are severe duty trucks introduced in 2016 to replace the PayStar. The HX uses the same aluminum cab that the PayStar used. Set-forward and set-back front axles were available. Tandem and tridem rear axles with leaf springs or air suspension were available. It has a wide range of models with both straight and semi-tractor models. Unlike the earlier PayStar neither driven front or single rear axles were offered.^[27]^[28]

HV Series (2017– )

The HV Series are severe duty trucks introduced in 2017 to replace the WorkStar. They use the NGV cab introduced in 2001 with cosmetic changes. A spotting feature compared with the earlier WorkStar is the door window, which is one piece (the WorkStar has two-piece windows). Set-forward, set-back, and driven front axles were available. Single, tandem, and tridem rear axles with leaf springs or air suspension were available. Primarily a vocational straight truck it is often used as dump and concrete mixer trucks.^[29]^[30]

LT Series (2017– )

The LT Series are heavy duty semi-tractors introduced in 2017 to replace the ProStar. They use the NGV cab introduced in 2001 with cosmetic changes. A spotting feature compared with the earlier ProStar is the door window, which is one piece (the ProStar has two-piece windows). It is available as a day cab and with different fairings and sleepers. A set-back front axle allowed a low drag hood. Single or tandem rear axles are mounted on an air suspension. Mechanically similar to the RH Series they have a longer hood with room for a larger engine and are meant for longer trips.^[31]

RH Series (2017– )

The RH Series are heavy duty semi-tractors introduced in 2017 to replace the TranStar. They use the NGV cab introduced in 2001 with cosmetic changes. A spotting feature compared with the earlier TranStar is the door window, which is one piece (the ProStar has two-piece windows). It is available as a day cab and with different fairings and sleepers. A set-back front axle allowed a low drag hood. Single or tandem rear axles are mounted on an air suspension.^[32]

MV Series (2018–)

The MV series are medium-duty trucks introduced in 2018 to replace the DuraStar. They use the NGV cab introduced in 2002 with cosmetic changes. A spotting feature compared with the earlier DuraStar is the door window, which is one piece (the DuraStar has two-piece windows). It is available in day, extended, and crew cab models. Single or tandem axles are mounted on either spring or air suspension. Dimensions are the same as the DuraStar but the MV has a slightly wider range of GVWRs. Although available with tandem rear axles most have single rear axles and are used in local delivery and service. All trucks have Cummins engines and Eaton Fuller or Allison transmissions. Rear air suspension is offered on both single and tandem rear axles.^[33]^[34]^[35]

CV Series (2018–)

The CV Series are medium-duty trucks introduced in 2018, and developed in a joint venture with General Motors, which markets the vehicle as the Silverado 4500HD, 5500HD, and 6500HD^[36]. It is an entirely new truck with its own cab and styling. It has day (regular) and crew cab models. Marketed as tow, dump, service and utility trucks, their 4-wheel drive option also lets them be equipped as snow-plows.

All models have an International 6.6L engine with a 6-speed Allison automatic transmission. Four-wheel-drive models have a 2-speed transfer case and limited-slip differentials are available.

All models have hydraulic disc brakes on all wheels. An unusual for the size adjustable air rear suspension with an engine-driven pump is offered.^[37]^[38]

Notes

1. ^"Early Vehicles -- 1907-1929", Wisconsin Historical Society (2011)
2. ^"Roadster Specifications", Wisconsin Historical Society (2011)
3. ^"Model C", Wisconsin Historical Society (2011)
4. ^¹"Model D", Wisconsin Historical Society (2011)
5. ^"Metro", Wisconsin Historical Society (2011)
6. ^"K Line", Wisconsin Historical Society (2011)
7. ^"KB Line", Wisconsin Historical Society (2011)
8. ^"L Line", Wisconsin Historical Society (2011)
9. ^"R Line", Wisconsin Historical Society (2011)
10. ^"A Line", Wisconsin Historical Society (2011)
11. ^"B Line", Wisconsin Historical Society (2011)
12. ^"Scout", Wisconsin Historical Society (2011)
13. ^"Loadstar", Wisconsin Historical Society (2011)
14. ^"Fleetstar", Wisconsin Historical Society (2011)
15. ^¹"Transtar", Wisconsin Historical Society (2011)
16. ^"Cargostar", Wisconsin Historical Society (2011)
17. ^"Paystar", Wisconsin Historical Society (2011)
18. ^¹²³⁴⁵⁶⁷⁸⁹International Truck brochures
19. ^"S Series", Wisconsin Historical Society (2011)
20. ^{{cite news |last=Klein|first=Sarah A.|date=March 29, 2008|title=Rust belt no more: the demise of manufacturing|url=http://www.chicagobusiness.com/article/20080329/ISSUE02/100029541/rust-belt-no-more-the-demise-of-manufacturing|work=Crain's Chicago Business|access-date=August 15, 2018}}
21. ^International Truck brochures
22. ^¹²³⁴⁵⁶International Truck brochures (2018)
23. ^{{cite news |last=Muller|first=Joan|date=August 2, 2012 |title=Death by hubris? The catastrophic decision that could bankrupt a great American manufacturer |url=https://www.forbes.com/sites/joannmuller/2012/08/02/death-by-hubris-the-catastrophic-decision-that-could-bankrupt-a-great-american-manufacturer/#2a78c2816fbb|work=Forbes Media|access-date=August 15, 2018}}
24. ^{{cite news |last=Cannon|first=Jason|date=December 13, 2013 |title=Court sides with engine makers, against EPA and throws out rule that benefitted Navistar |url=https://www.overdriveonline.com/court-sides-with-engine-makers-against-epa-and-throws-out-rule-that-benefitted-navistar/ |work=Overdrive Magazine|access-date=August 15, 2018}}
25. ^{{cite news |last=Jaillet |first=James|date=July 11, 2014 |title=Class-action lawsuit accuses Navistar of knowingly selling defective engines|url=https://www.overdriveonline.com/class-action-lawsuit-accuses-navistar-of-knowingly-selling-defective-engines/ |work=Overdrive Magazine|access-date=August 15, 2018}}
26. ^{{cite news |last=Lockridge|first=Deborah|date=August 14, 2017 |title=Navistar Hit With $30.8 Million Judgment in ProStar/MaxxForce Lawsuit|url=https://www.truckinginfo.com/141709/navistar-hit-with-30-8-million-judgment-in-prostar-maxxforce-lawsuit|work=Heavy Duty Trucking/Truckinginfo|access-date=August 15, 2018}}
27. ^[https://www.internationaltrucks.com/-/media/navistar/trucks/pdf/brochure/hx-series/hx-brochure-2018_r6-pages.pdf HX Series brochure, Navistar (2019)]
28. ^{{Citation|url=https://www.constructionequipment.com/international-hx-series-class-8-vocational-trucks|last=Berg|first=Tom|title=International HX Series of Class 8 Vocational Trucks|journal=Construction Equipment|date=Feb 2, 2016|access-date=Sep 18, 2018}}
29. ^[https://www.internationaltrucks.com/-/media/navistar/trucks/spotlight/brochures/download-hv-brochure.pdf HV Series brochure, Navistar (2019)]
30. ^{{Citation|url=https://www.constructionequipment.com/international-hx-series-class-8-vocational-trucks|title=International HV Class 8 Trucks|journal=Construction Equipment|date=Sep 27, 2017|access-date=Sep 18, 2018}}]
31. ^[https://www.internationaltrucks.com/-/media/navistar/trucks/spotlight/truck-pages/lt-series/4_13_2018_pdf/lt-brochure-01_2019_vf_spreads.pdf LT Series brochure, Navistar (2019)]
32. ^[https://www.internationaltrucks.com/-/media/navistar/trucks/spotlight/truck-pages/rh-series/4_13_2018_pdf/rh-brochure-05-2018.pdf RH Series brochure, Navistar (2019)]
33. ^[https://www.internationaltrucks.com/-/media/navistar/trucks/spotlight/truck-pages/mv-series/mv-series-brochure-08a.pdf MV Series brochure, Navistar (2019)]
34. ^{{Citation|url=https://www.trucks.com/2018/03/07/navistar-international-mv-work-truck/|last=Hawes|first=Clarissa|title=Navistar Caps Resurgence With New International MV Work Truck|journal=Trucks.com|date=Mar 7, 2018|access-date=Sep 18, 2018}}
35. ^{{Citation|url=http://www.fleetequipmentmag.com/product-refresh-international-trucks-launches-its-new-medium-duty-mv-series/|last=Skydel|first=Seth|title=Product refresh: Internationas Trucks launches its new medium-duty MV Series|journal=Fleet Equipment|date=Apr 2018|access-date=Sep 18, 2018}}
36. ^{{cite web|url=https://www.gmfleet.com/news/gm-navistar-reach-medium-duty-conventional-cab-trucks-agreement.html|title=GM and Navistar Reach Commercial Vehicle Agreement|accessdate=11 January 2019}}
37. ^[https://www.internationaltrucks.com/-/media/navistar/trucks/spotlight/truck-pages/cv-series/landing-page/desk-top/cv-series-brochure-v24.pdf CV Series brochure, Navistar (2019)]
38. ^{{Citation|url=https://www.fleetowner.com/trucks/international-launches-cv-series-class-4-5-trucks|last=Fisher|first=Josh|title=International Launches CV Series of Class 4-5 trucks|journal=Fleet Owner|date=Nov 8, 2018|access-date=Nov 12, 2018}}