![]() ![]() “Our engineering team, which has diverse backgrounds in the automotive, aerospace and trucking industries, felt confident that we could develop this truck without spending months in prototyping,” said Tom Baughman, vice president and general manager, Navistar Heavy Truck Vehicle Center. The truck progressed directly from math and clay models to production – without any development prototypes. LoneStar is a breakthrough product that resulted from a breakthrough process. They can have it all – looks, efficiency, comfort, functionality and productivity.” “Our customers told us they want three things: A truck that makes a statement about the driver, comfort on the road whether working or resting, and the combination of fuel economy and servicability that helps them make more money,” said Dee Kapur, president, Navistar Truck Group. It is the product of Navistar’s culture of relentless innovatation, and embodies the spirit both of today’s driving professionals and the dynamic, transforming energy inside our company.” “The International LoneStar closes the gap between workstyle and lifestyle for driving professionals, combining peak productivity with emotional appeal. Ustian, Navistar chairman, president and CEO. “This truck is unlike anything on the road today,” said Daniel C. LoneStar also sets a higher standard for comfort – through improved ergonomics, an industry-leading suspension, advanced electronics and a quiet cab. It creates a new category of Class 8 trucks called “Advanced Classic,” in which technology and innovative styling converge with next-generation aerodynamic design to deliver superior fuel efficiency. In 1975 a 188-hp 2-barrel carburetor version of the brand new MV-404 gasoline V8 replaced both the V-345 and V-392.The International LoneStar is the result of extensive customer research and automotive-inspired design – a new truck that changes the game for today’s trucking professional. The V-304 was rated at 147 net hp at 3,900 rpm, the V345 developed 157 hp at 3,800 rpm, and the V-392 put out 191 hp at 3,600 rpm. In 1973 International began using net hp ratings for gasoline engines. Larger 10.00-20 tires also became available. In 1972 the BD-308 and Perkins diesel were dropped and an optional Allison 4-speed automatic joined the continuing Allison 6-speed. ![]() In mid-1971 the V-392 was increased to 253 hp. The BD-282 engine was dropped and the 236-hp V-392 V8 was added. In 1969 a new 9000 lb front axle boosted the maximum GVW of the 1700 to 27500 lb. However, the 1800 used a larger front axle and higher capacity springs. The maximum ratings for the 1700 were raised to 25500 lb GVW and 45000 lb GCW, the same as for the 1800 at the time. In 190 lb rear axle that was optional in the Loadstar 1800 was made available in the 1700. In addition to the carryover BD-282 and V-304 engines, the 1700 was available with the BD-308 six, V-345 V8, and Perkins D-354 diesel. In 190 lb GVW, 36000 lb GCW International Loadstar 1700 replaced the 22,000/35,000 lb B-170 series conventional and BC-170 series short-conventional. International RA-30 hypoid (International RA-189 2-speed in show truck)ħ.50-20 8-ply dual rear / 9.00-20 dual rear (10-22.5 10-ply on show truck) International T-17 (Allison optional, International T-36 in show truck)Ĥ (5, 6, 8, 10 optional, 5-speed with 2-speed axle in show truck) International (Perkins optional, in show truck)īD-282 (BD-308, V304, V345, D-354 optional, D-354 in show truck) International 1968 Loadstar 1700 tractor at American Truck Historical Society show, Fontana, California, 2004 ![]()
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