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Besides trucks, International Harvester manufactured automobiles (cars), tractors and farm machinery, construction equipment, gas and diesel industrial engines, gas turbines, household appliances, and other products.
International Harvester's first vehicle was the 1907 IHC Autobuggy, an under-floor engine, air-cooled 2-cylinder, high-wheeler passenger model. In mid-1921 International replaced the "letter-series" with a revised "number-series" of "slope-nose" trucks that eventually extended from the 1-ton Model 21 to the 5-ton Model 101.
In 1924 the larger slope-nose number-series trucks were replaced by a more modern front radiator number series: the 1?-ton 33 to 5-ton 103. International replaced all of its old trucks with the new A-series and W-series in mid-1930. In 1932 International extended its range upward with an extra-heavy duty A-series, starting with 7?-ton, 36000 lb GVW, A-7 and A-8 powered by FDB and FEB 6-cylinder gasoline engines with up to 648 ci and 136 hp.
International's first modern pickup in the popular half-ton size was the 1933 D-1, built for the company by Willys-Overland. International offered milk-delivery and bakery bodies on regular light-duty chassis early on but purpose-built parcel-delivery models began with M-2 in 1933 and the updated M-3 in 1936. In mid-1934 International replaced all of its A, B, and W-series models, except the extra-heavy-duty A-7 and A-8, with the new C-series. International's first COE was the 1936 C-300, with a chassis similar to that of the conventional C-30. In the summer of 1946 International brought out a new series of trucks designed for west-coast conditions and intended to better compete with specialist builders like Kenworth and Peterbilt. For 1950 International replaced the previous KB and W-series with three new L-series conventionals and one COE L-series. The LC-160 and LC-180 series were comparable to the L-160 and L-180 except that the Comfo-Vision cab was mounted high, partially over the engine. 1957 saw the introduction of the new DCO-405 tilt-cab models, replacing the RDC COE models. In mid 1957 the completely restyled light and medium-duty conventional-cab A-series replaced the S-series. The Sightliners, ACO-195 to ACOF-200 series, were very tall tilt-cab models with extremely-short cabs. In 1960 International began to evolve the largest R, V, and RD-H trucks into a series of specialized construction models with rugged diamond-plate fenders. International offered the Travelall station wagon body on its light-duty chassis beginning with the R-series. International noticed the increasing popularity if the Willys Jeep and decided to bring out its own compact utility vehicle in 1961.
In 1961 the new C-100 to C-130 series light-duty models replaced the corresponding B-series models.
For 1963 the light-duty C-series was slightly restyled and updated to become the 1000-series, with 1000, 1100, 1200, 1300, and 1500 models.
Also in 1963 International brought out the new CO-Loadstar series of medium-duty tilt-cab trucks. The new short-conventional DC-400 series was closely related to the D-400 series but the short hood only left enough room for compact diesel engines, which were the new Cummins V6-200 and V8-265 V6 and V8 diesels plus Detroit Diesel V6 and V8 2-cycle diesels.
The heavy-duty Fleestar-series released in mid-1963 was a short-conventional companion to the conventional R-series. The new in 1964 M-series included M-CBE cab-behind-engine, or conventional, models and M-CAE cab-alongside-engine, or half-cab, models.
In 1964 GMC introduced compact, high-speed, high-power, V6 diesel engines in medium-duty trucks. In 1963 International introduced new 361 ci and 429 ci 6-cylinder diesel engines for wheel and crawler tractors.
The big-bore diesel-powered Fleetstar models continued in production as the Fleetstar-D series. The 1970 Unistar C)-7044A was a full-time 4WD highway tractor based on the tilt cab of the CO-Transtar. In mid-1971 the all-new square-cab, square-hood, square radiator Transtar 4270-4370 series replaced the Transtar-400 highway tractors. The 1973 square-cab, square front end, Paystar 5000 series replaced the M-series and the 210-230 series. In the early '70s International developed a new 300-400 family of 6-cylinder diesel engines for farm tractors and construction equipment.
When the 100-500 series was dropped, International was left with no model in the traditional "1?-ton" class.
Note: This product is intended to provide a general description of the information generated by the entered vehicle's Vehicle Identification Number (VIN) and some pieces of data may be general to that specific model and not entirely accurate for the vehicle specified. Seller's Notes:2004 GMC Yukon XL 2500 Suburban Fast & Furious 6 Movie Vehicle LUDACRIS the Rapper & Actor owned it and had it Custom Made from "West Coast Customs" go check out their site ! With our wide variety of car manufacturer at affordable price you can drive the luxury car of your dreams! Car and Driver scribe (and TTAC alum) Justin Berkowitz has penned an amazing feature about the U.S. According to Berkowitz, Defender enthusiasts have been trying to skirt the government’s 25 year exemption for imported cars by fudging the ages of Defenders from Europe and elsewhere. Ahhhhh the government of our supposedly wonderful country and their relentless pursuit to squash the fun of every car enthusiast.
I lean libertarian, and I have no real problem with this other than it would seem to be a low priority getting too much attention.
Hokey smokes Batman, I may be an acerbic ass, but that I have no particular issues with JB nor grey market anything. With the introduction of the Rubicon model in 2003 and it’s standard front and rear locking axles, I seriously doubt a stock Defender could outwheel a stock Rubicon.
Back when stock Wranglers were pretty emasculated (pre-96) the Defender was pretty butch in comparison. In the US, where they’re crazy-expensive, people feel the need to attribute non-existent super powers to them to make sense of the price. All the features you mention are what makes a car enjoyable, comfy, suave which is what the Wrangler (a nice machine) has been tuned to do but the detriment of it’s genetic off road effectiveness. The Defender combines horrifyingly awful reliability with comparatively no aftermarket support.
However, the only SUV that is even remotely capable of being turned into an honest-to-god off-road performer, with nearly all of its suspension and driveline parts replaced with after-market parts, is the Jeep Wrangler.
This was followed in 1909 by the IHC Auto Wagon, a highwheeler light truck that was expanded into a small series with both air and water-cooled engines.
At the same time International introduced the conventional radiator-in-front ?-ton Model S "speed-truck", with pneumatic tires and a high for-the-day top speed of 25-30 mph. The A-series included the small AW-1 and AW-2, powered by a Waukesha 4-cylinder engine, the mid-range AL-3 with a Lycoming 6-cylinder, and the larger A-4, A-5, and (later) A-6 with the new International FBB 279 ci overhead-valve 6-cylinder engine. However, the first true forward-control delivery models were the classic rounded 1939 Metro D-M models, designed by Metropolitan Body Works, which International later purchased. The D-series ranged from the ?-ton D-2 to the 4-6 ton DR-70 (the R stood for doube-reduction rear axle).
The slightly revised D-300 replaced the C-300 in mid-1937 and later D-400, D-500, and D-700 4-wheelers and D-700 6-wheelers made up a COE series.
By the time production ended in 1949, the narrow-cab pointed-nosed KB-series was looking very old-fashioned compared to the rounded "Advanced-Design" models of Chevrolet and GMC, the rounded Studebaker 2R-series, the squared-off Dodge "Pilot-House" cab, and the Ford "Million-Dollar Cab". The cab was the same but the front end had a more rugged look with a two-level grille made up of a squared-off upper section with vertical bars and a wide lower section with horizontal bars.
The 400-series ranged from the 30000 lb GVW, 64000 lb GCW, LD-405 4-wheel Roadliner tractor to the 45000 lb GVW, 76800 lb GCW LFD-402 6x4 Standard straight truck.
The light and medium duty Rs were restyled with a flattened oval grille divided by a horizontal bar. After Cadillac and Oldsmobile introduced modern ohv V8 engines for their car lines in 1949, the entire American automotive industry scrambled to catch up. The new models used the same basic cab as the CO tilt series but mounted much higher to clear the big engines and reduce the BBC (bumper-to-back-of-cab) length.
At the same time the short-conventional AC-series, with a short nose and with the engine protruding into the cab under a "doghouse", replaced the SC-series COEs. The rather homely models were distinguished by small windows in front of the driver's feet and in the bottoms of the doors to aid outward visibility. By 1960 the Travelall was being treated more like a separate series, with its own sales brochures.

The new series made clever use of the cab from the CO tilt-cab series grafted to a big conventional front end. The very-popular Loadstar used the same basic cab as the B-series, fitted with a wide but short front end that replaced both conventional and short-conventional models. The 4x2 1900 and 2000 and the 6x4 F-1900 were powered by RD-series 6-cylinder gasoline engines. The 6x4 and 6x6 versions were available with International six and V8 gasoline engines and Cummins or Detroit Diesel mid-range diesels. The CO-4000 option list included a very wide range of engines: International gasoline V8s, Cummins 6-cylinder and V8 diesels, and Detroit Diesel 6-cylinder, V6, and V8 2-cycle diesels. International responded in 1966 with the new DV-series V8 diesels that shared bore and stroke dimensions with gasoline V8s.
The DVT-573 turbocharged V8 introduced at the same time shared some design features with the in-line engines.
The Fleetstar-A series, with a new cab design, replaced the old gasoline and DV-series V8 diesel models.
The International DVT-573 engine was standard and a variety of Cummins and Detroit Diesel engines was optional. The 4370 was the long-conventional version with plenty of engine-compartment room for big 6-cylinder, V8, and V12 diesels.
The Paystar 5050 models offered International, Cummins, Caterpillar, or Detroit Diesel mid-range diesel engines up to 225 hp. The torsion-bar independent front suspension of the 1010 was replaced by a coil-spring independent suspension in the 2WD 100-200 models. New engines included the 1150 ci 450-hp Cummins KT-450 turbocharged six, the 400-hp Detroit Diesel 8V92T turbocharged V8, the 360-hp Caterpillar 3406 turbocharged six, and International's own V-800 turbocharged V8, with 798 ci and 350 hp. That situation was fixed in mid-1976 with a new lighter-duty Loadstar model called the Binder. This one family owned 1973 F250 Camper Edition Pickup Pulled up and with much sadness, was traded in for a much needed newer vehicle. All the product names, logos and registered trademarks are the property of their respective owners. VIN plates are often tampered with on newer examples, being replaced with older VIN plates that make the Defenders eligible for importation.
I drove a few back in my valet days and I remember being thoroughly disgusted with a very tractor-like ride, ginormous dimensions, tall hood and overall unfriendliness. Maybe back in 1995 when the Defender was last sold here it could outwheel a leaf-sprung YJ, but the coil-sprung TJ was a revelation in articulation. Defenders are British and expensive, so to some people they are automatically cooler than an equivalent Wrangler. Don’t get me wrong, they kick ass offroad, just less so than half-price Wrangler Rubicon. The sheet metal was nearly identical to the much loved CJ-7, the engine, transmission and transfer case was the same as in the 97+ TJs and the interior was spartan and functional. They are strictly a poser-mobile, like most modern SUV’s that are bought and never taken off-road. It has both readily available after market parts that are obtainable at a reasonable price. With that three inches of extra clearance, with real off-road bumpers and several other different suspension and drive-line mods, the 10th Anniversary Rubicon can now be said to be a truly capable off-road vehicle. Some of the S models, painted red and with McCormick-Deering logos, were used by International-Harvester dealers as sales and service vehicles.
The 1929 HS-series used the same basic models but fitted with 312 ci and 390 ci Hall-Scott 4-cylinder engines. The last model in this series was the 1948 10-15 ton ARD-626F, with a 68000 lb GVW rating and powered by the 150-hp Cummins HB-600 6-cylinder diesel engine. The Metro range progressed through K-M, KB-M, LM, RM, SM, and AM-series with little change to the styling.
Engines included the International HD-3 213 ci L-head six, a revision of the Willys six in the D-1 pickup, the 223 ci FAB ohv six, and 279 ci and 298 ci versions of the FBB. The series also included 6-wheel trucks ranging from the trailing axle D-186T to the 42,000 lb GVW DR-426F. The cab was basically the same as the previous D-series cab but a new hood narrowed toward the front and joined a tall, narrow, grille.
These series contained numbered subseries (L-110, L-120, etc.) and each subseries contained models of various types.
However, the wide "Comfo-Vision" cab of the new International L-series and its wide front end with vertically-slotted grille gave it styling at least equal to the others. Engines ranged from the standard 165-hp Cummins diesel to the 300-hp supercharged model plus 266-hp and 318-hp Hall-Scott gasoline engines. Specifications were little changed except that the R-180 series got a new Black Diamond 6-cylinder engine, similar to the Silver Diamond but larger, with 282 ci and 130 hp.
The small Le Roi company developed the first truck-type V8 around 1951-52 and the 207-hp engine was used in some Autocar trucks.
The 45-ton Payhauler 180, with its unique 4WD system and dual front and rear tires, came out in 1964. A popular nickname most associated with these models was "Emeryvilles", even though other models were built in the same Emeryville factory. In 1958 the AC-cab with an extended nose was used for the heavy-duty AC-D series with big-bore Cummins engines.
The Sightliners were available with International's new Select-O-Matic transmission, a 5-speed syncromesh combined with a torque converter and button-operated power clutch.
The big news was under the hood where International finally had a new small-block V8 engine. For off-road use the Scout was available with 4WD, but some people used the standard 2WD model like a very cheap, economical, car. Engines ranged up to the 380-hp Cummins turbocharged & intercooled DT-380 and, for the first time, International offered Detroit Diesel 2-stroke engines. The CO-1600 to CO-1800 models used International 6-cylinder and V8 engines and the 131-hp Perkins diesel. Gearing choices included 5, 8, 10, 12, 15, and 16-speed gearboxes with single-speed or 2-speed single rear axles and single-speed, 2-speed, and 3-speed tandem axles. The 185-hp DV-462 and 210-hp DV-550 were first used in Fleetstar and CO-series "1950" models and then usage spread to the M-series and the medium-duty Loadstar and CO-Loadstar models. The larger V345 V8 engine, standard in the 180-1800 level trucks for years, was made available in most light duty models to keep up in the ongoing horsepower race. It was used in crawler tractors and construction equipment and was put into the smallest Payhauler dump in 1964. In 1972 the 2050-models were available with the Cummins V555 V8 diesel, the Caterpillar 1160 V8, and the Detroit Diesel 6V53N V6 in addition to the International DV V8s. Because most pickups were sold with V8s, International didn't want to design a more-modern six for low-volume production. The 1630-1730-1830 models offered a choice of Perkins 6-cylinder or Detroit Diesel 4-cylinder engines. Binder and corn-binder were old-time nicknames for Internationals based on the company's past huge production of binders for grain harvesting.
But as Berkowitz reports, the Department of Homeland Security has gotten wise to this tactic, and have even enlisted Land Rover to help them catch cheaters.
I know the square headlights were controversial at the time, and maybe the lack of coil springs is a knock. Including when they repeatedly towed me to unstuck my Rubicon, which had locked front and rear differentials, with the sway bar disconnected. Secondly, fully-lockable differentials are problematic in many situations, compared to a Detroit Tru Trac locker, although there is a lot of debate about that. It even comes with winch-ready bumpers and an optional factory-installed winch, which is the minimum recovery gear necessary for any true off-roading. Beginning with the SM-series, the Metro models were available with the squared-off aluminum Metro-Lite body.
By 1936 the medium and large C-series 4-wheel trucks were available with 2-speed rear axles (CS-models) and the line included trailing-axle 6-wheelers (single-drive axle tandems) with single (C-T models, T for trailing axle) or 2-speed axles (CS-T models) and dual-drive tandem axle 6-wheelers (C-F models with the F for 4-rear-wheel-drive). The engine lineup included the original 213 ci and new 233 ci versions of the L-head HD-series, new 242 ci and 260 ci models in the ohv FAB-series, the carryover 298 ci FBB, and new 361 ci, 401 ci, and 451 ci enlargements of the FBB with up to 120 hp. Engines included 213 ci and 233 ci versions of the L-head "Green Diamond" GRD-series, an update of the previous HD-series, plus a 175 ci "economy" engine.

This L-series ranged from the ?-ton L-110 series to the 21500 lb GVW L-180-series, plus the tandem-axle LF-170 series. All models were powered by upgraded Super Red Diamond engines, beginning with a 372 ci 143-hp model and extending upward to a 451 ci 162-hp model. In 1952 larger models were added to the 300-series, up to the 70000 lb GVW 6x4 LFD-320 off-highway truck. It was powered by a 475-hp Detroit Diesel 12V71N V12 2-cycle diesel coupled to a Twin Disc power shift transmission. The diesel powered models were the most popular but lightweight VCO-L models were made with International V8 gasoline engines and DCO-L models used 175-hp Cummins JT-6B mid-range diesels. Later Scouts were given more power, first with a turbocharged 4-cylinder engine and later with V8s. The bottom-of-the-line C-100 series got a new torsion-bar independent front suspension for a smoother ride. In 1972 the conventional cab M-series was revised into "-10" models (M412-10, M623-10) with International six and V8 gasoline engines. In 1973 the Fleetstar-A series (2070A-models) was finally made available with big-bore diesel engines, replacing the Fleetstar-D series. By 1980 both the 1150 ci Cummins KT-450 turbocharged 6-cylinder and 1099 ci Caterpillar 3408 turbocharged & intercooled V8 diesel developed 450 hp and the Detroit Diesel 8V92TA was not far behind with 435. I actually think these Jeeps have more old school charm than the TJs, but that’s just me.
Most modern SUVs in stock form including the Wrangler Rubicon are on their best day, extremely marginal off-road performers.
Thirdly, in order to get enough clearance in a Rubicon with the typical Long Arm mods to be capable, you basically erase much of their on-road handling, even with a mild long arm. It was so well received that International developed a whole series from the ?-ton H to the 4-ton L. The Model S was the basis for a series of trucks that was built through 1930 and ran from the ?-ton Special Delivery to the 2-ton SF-46 6-cylinder model, powered by Waukesha and Lycoming engines.
However, the later B-3 and B-4 were equipped with 207 ci and 223ci versions of International's new FAB 6-cylinder engine. The 1958 Metro-Mite AM-80 was a unit-body compact delivery truck with styling similar to the Metro-Lite, powered by a 91 ci 51-hp Austin A-40 4-cylinder engine. Beginning in 1938 Cummins diesel engines were available in several of the larger models (DD and DRD-models): the 448 ci 4-cylinder HB-400 and the 672 ci 6-cylinder HB-600. Models ranged from the W-3042H (30000 lb GVW, 4-wheel, 2-wheel-drive, highway) to the W-6564OH (65000 lb GVW, 6-wheel, 4-wheel-drive, off-highway). The L-170 and L-180 models were powered by the Super Blue Diamond 269 engine, a slight upgrade of the previous Blue Diamond. In mid-1952 a Buda mid-range 6-cylinder diesel (468 ci, 135 hp) was made available in certain models. In mid 1956 International came out with still more powerful V8s, ranging from 401-549 ci and 206-257 hp. In mid-1959 International built special DCOF-405 Toll-Road Tractors, designed for pulling double tandem-axle semitrailers on certain restricted-access toll roads.
The others were modified automobile engines, however, while the International was a clean-sheet design specifically for truck use. The 1910 models had International big-block V8 gasoline engines while the 1950 models had a choice of International DV diesel, the new DT-466 inline 6 cylinder diesel or Detroit Diesel V6 2-cycle. For owner-operators the F-4370 was available with luxurious "Eagle Brougham" interior and exterior trim. Discontinued at the end of 1975, these were the last International full-size light-duty models. Released at the same time as the Loadstar Binder was the Loadstar 1650 Economizer, a truck of about the same size as the Binder but equipped with a de-rated 150-hp version of the DV-550 V8 diesel.
And once you go with a Long Arm aftermarket system, then the Dana 44 axles and diffs start becoming the new glaring weak spot. All of these trucks had sloping hoods with the radiator at the rear of the engine compartment. The iconic Six-Speed Special, added to the series in 1928, was one of the first trucks to be fitted with a 2-speed rear axle, if not the first.
In the smaller L-110 to L-160 series, the old L-head Green Diamond engine was replaced by the brand new ohv Silver Diamond series in 221 ci and 240 ci sizes. Optional engines ran up to the 300-hp supercharged Cummins NHRBS-600 plus Buda diesels up to 280 hp and Hall-Scott gasoline and butane engines up to 356 hp. The engines were used in the new V-series trucks, basically the same as the heavy-duty R-series but with a restyled front end. Available engines were a 335-hp Cummins turbocharged diesel and the 375-hp International DT-817 turbocharged 6-cylinder formerly used in construction equipment. In 1963 the 195-hp Detroit Diesel 6V53N V6 2cycle diesel was made available in the top models of the Loadstar series.
Dwindling demand and rising costs for meeting emmission standards forced the company out of the market.
The DT-466 was very popular and helped make International the world's largest diesel engine builder in some years.
Engines for the smaller models in the heavy range included 242 ci and 260 ci versions of the ohv FAC-series, an upgrade of the FAB-series. A Continental 749 ci 6-cylinder gasoline engine was theoretically standard in all W-models but most were built with Cummins diesels, ranging from the 150-hp 672 ci HB-600 to the 275-hp supercharged 743 ci NHBS-600. The 50-ton 350 could be obtained with either the 560-hp Detroit Diesel V16 2-cycle engine or a 560-hp Cummins turbocharged V12. In 1961 the B-160 and BC-160 became available with International's new small diesel engine.
The gasoline engine was eventually stretched to 391 ci and 235 hp for the 1800-1890 level trucks.
Within three weeks of owning my first Rubicon, it became very painfully obvious that where I WANTED to go was going to take some mild mods.
Heavier models had 318 ci, 361 ci, and 401 ci FBC engines, upgrades of the previous FBB-series.
A fair number were also built with Hall-Scott 1091 ci 6-cylinder engines, including the 307-hp butane-fueled HS-400. In mid-1954 International brought out its most powerful engine to date, the 201-hp Royal Red Diamond 501, basically an enlarged 4-barrel carburetor version of the Super Red Diamond 450. In 1974, as emissions controls took a toll on power output, the big-block 401-477 ci International V8s were made available in the 1800-series trucks. For 1976 International dropped the Metro models but continued to build forward-control stripped-chassis for use by outside body builders. K-series COEs replaced the previous D-series COEs and paralleled many of the conventional K models. In 1982 a management buyout turned Payhauler into the independent Payhauler Corporation, which was soon taken over by Terex Corporation. In 1975 the big-block engines were replaced by all-new 401 ci and 448 ci MS-series small-block engines with up to 235 net hp. Some of the larger conventional and COE trucks were powered by Cummins 4 and 6-cylinder diesel engines. In 1942 the FAC engines were revised again to become the "Blue Diamond" BLD-series in 251 ci and 269 ci sizes. The larger FBC-series was revised to become the famous "Red Diamond" engine for use in military trucks in World War II.
In 1944 the government permitted International to build a limited number of civilian trucks powered by the 451 ci 134-hp Red Diamond 450. When full civilian production returned after the war, Red Diamond engines replaced all FBC engines. I have been around classic vehicles and a Concourse D'elegance judge and I have never seen a survivor truck like this one. In mid-1946 International added a much more powerful tractor model, the 55000 lb GCW KR-12 powered by a 586 ci 200-hp Continental 6-cylinder gasoline engine.

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