Can't beat a 7.3L👍

My 'Binder is a '98 4700 with a Vulcan 896 wrecker bed. It sees real MD action daily mostly pulling around much younger descendents 😂 Knock on wood but I service it, fuel it & that's it. I never have to touch it, just twist the key & go. You're forgiven 😁 It all started going downhill with the discontinuation of the 4700 & all series using that cab & electrical architecture. Those were probably some of the best class 6 trucks ever built, simple, cheap & easy to repair. But like everything else, when they started trying to make big trucks behave & feel like cars, that's when the proverbial shit hit the fan, here's looking at you Freightliner 🙄😒 let's face it they all suck nowadays. Assuming I can get parts or it's not forced off the road by some Commiefornia mandate, I'll never sell mine. It's sad because Intl was once one of the best.

Thank u for saying good things about the dt466 and t444

@@SOU6900 or the 7.6

Oh no! here come the powerjoke fanbois!!

Lol

Not funny the Chinese commie party will bring in their techs and reverse engineer the other tech. 🐒

Except for the reverse engineering of the rest of the tech, I'm glad they got the bad ones.

Good to know. Now, what about the helicopters and other equipment hastily left in Afghanistan?

@@Inspironator so, trust me when I tell you we ALL have a "Destruction plan" in place for COMSEC equipment. If a radio is even close to being compromised we zero it out. It's like pouring acid on the hard drive. So any equipment left there is either useless or there on purpose to track it's location via GPS. We're not stupid!!!!!!!

One big plus working for Helmerich&Payne independent drilling contractor. They have the best iron in the oilfield for a reason. They have an entire floor in their downtown Tulsa high rise building dedicated to their engineering teams. They do not purchase rig packages from NOV or any other. They build every drilling rig in house, even drawworks and top drives. Their engineering team works closely with their field service technicians to develop the most dependable and redundant machinery in the energy sector. It was a growing experience working there.

I have the same dream my man... If only...

I agree 100% on the engineers especially on newer vehicles.they can't hit their ass with both hands. they think they are really brite because they wasted as much as six years in college. I'm so sick of having to work on their piss poor design's. they should have to work on the crap they design. I'm sure I will get plenty of blowback from this reply. but I don't give a flying rats ass. I'll tell them right now to kiss my ass. I ain't the one that designed that crap.

Far too arrogant to even consider listening to a mere mechanic

I think truck manufacturers listen quite a lot to mechanics. That's why they all still use front straight axles on leaf springs. Every chassis engineer knows that combination rides and handles like a dishwasher tumbling down the side of Mt Vesuvius, but with 5 moving parts, 2 of which only move because they bend, it's extremely maintenance friendly. Compared to the absolute state of contraptionry under the hood of a modern pickup, modern semis are shockingly maintainable. I think diesel mechanics could do a stint as car techs to appreciate just how good they have it. "BRO, WHO INVENTED MINIVANS?!"

That’s how it goes when it comes to fire trucks. The volunteer Dept I was on we had an 05 4400, nothing but issues. The paid department I’m currently on, we have a 2015 4400, was constantly having issues and usually it was either a wiring issue or a motor issue. Prior to ordering the truck in 2014 I said, get a different chassis. Do not get an international, but because it was cheaper…….. The rest is history.

Ford has had problems with their police cars after the Crown Victorias were discontinued. The Explorer and Taurus had nothing but problems.

@@atx-cvpi_99 strange, I haven’t heard anything other than the water pumps at exactly 100k. Well, that and unless you got the ecoboost, Lordy lord are they slow. The ecoboost is wicked fast.

A old man said they had a Fleetstar and a later White 9000 with the Autocar can, said both were identical mechanicaly,but he liked the 9000 a lot better, a old IH truck salesman said "White had us beat on everything but price"

They're also one of the easiest to work on. Working on a freightliner is a wiring nightmare

I need your help lol

That's true, they had really bad drive wire issue that was undiagnosable. on the later generation engines.

Those were nice and pretty easy to fix

@@musicauthority7828 i need your help t3800

The first 10 years of my driving career I drove International 4900 beverage trucks with the DT466 engine. They weren't that fast but you couldn't kill them, they just ran.

Actually the reasons why companies like John deere, Navistar, dodge, kubota, etc etc all tried to cope and make excuses as why they wouldn't get onto the scr bandwagon is because fiat still patented the system up until 2014 or so when it expired, meaning that they were doing so to avoid paying royalties and thus trying to undercut the competition by offering junk products they knew wouldn't work

I work at a international dealership, ya we had a number of engines with shavings in the bearings causing failure. International would get on ur ass as soon as a truck went down with a A26 and they would shotgun u possible parts you'll need to get it up as fast as possible. One had a code that may have lead to a engine and they shipped a engine over in a day to be safe incase we needed it.

@@evanwerkhoven7046 Cool, I work for International too, it's amazing how fast they can get us a complete engine. After the MaxxForce debacle they're doing everything they can to get ridi of that stain.

I owned cats and cummins 15, in 10 years of otr I never take it to the shop. I'm selling super reliable and powerful 6nz at the moment

@0311catfish True that, unfortunately all the crap the EPA has made us hang on our diesels it's affected us all in a not so good way. I hear that International is changing their DPF/DOC configuration and getting rid of EGR coolers. I kinda can't wait to see it and how well it works or not.

Series 60 is a great engine it will get great mileage and it is very reliable.

Me too, i was planning on getting the intl pro star because i liked the exterior body but thank god i did my homework and studied it through and throigh, like you i went with the frwightliner 12 7 60 series and apart from little things that any old vehicle will have to be replaced, it has never left me stranded on the road. I always see trucks broe down on the road with their side steps panel removed which is a clear indication of emmision problems. Ill stay woth the old reliable pre emmision engines all day, taking care of my truck to last me as long as possible to push back the time ill eventually have to moove onto the emission time bomb engines.

The larger maxforce engines are literally cats designs that international brought from them. It's clear why cat decided to drop out based on how maxxforce performed.

@@paulf3 we can thank the Damn EPA CARB and any other crackpot government org. for all this JUNK.

@@paulf3 the smaller Maxxforces (except the Maxxforce 7) were actually decent. Unfortunately the EPA ruined everything and navistar now has boring crappy Cummins engines.

Fragile o rings keep oil and water seperated. Oil and water mixed wipes bearings.

Bearings rarely go out. However, if you do an overhaul you replace bearings.

I also love them, no frills work trucks. The ones we run are all older with big cam Cummings though.

I’m diamond certified. You are not missing anything 😂😂

Garbage design and materials.

Biggest thing I heard from owner operators about a26s is they're leaky fuckers

A26 is off of the MAN D26. Interestingly enough, they got the design during a “strategic technology cooperation”, yet before Navistar was bought by Volkswagen. Oh boy, I can’t wait to go to work tomorrow and drive my Volkswagen LT. Hell, it’s a long lost cousin to the diesel Jetta I drove to work.

*DT466 and DT360 are TWO of the best Diesel engines ever made.*

@@mattbenluke Some

@@mattbenluke and early Maxxforce DT single turbo. The 2010-2015 Maxxforce DT is kinda bad.

Obviously you never owned a cat 6nz so.or any cat for that matter, you just say to say

@@mattbenluke *Cummins 5.9liter would like to have a word*

No not Cummins Detroit

To hell with Detroit, once they and Freightliner were both bought by Mercedes Benz, and have to be blowing each other on everything they do now, they’ve gone to crap. The trucks are rubbish, the engines are a pain to fix, assuming you got Detroit (MBE472), because of course you did, and the “Detroit DT12” Transmission (Powershift 3) because you can’t be bothered with a more established Eaton, I hate those trucks. I’ve driven the Cascadia Evolution (if that’s the evolution, I’d hate to see from what exactly it evolved) and wasn’t thrilled, and the New Cascadia, even worse, so much flat plastic. I’ve never had a problem with Cummins, except that wonky engine brake. And Detroit Diesel computers, sensors, and cameras? Where the hell did that come from? And the new Demand Detroit? I Demand a new truck.

@kyle what would you say the ct13 biggest issue is ? I keep hearing it’s because of the emissions equipment and once deleted, it’s actually pretty reliable ?

New Cummins ISB’s suck. They break down too often for little stuff.

You can go by fuel burn as well, on my 3408 they recommend oil change at 9,500 litres / 2,500 US gallon fuel burn. I usually do it at 250 hours or 9,500 litre fuel burn.

Thank you Larry.

Sounds like the same issue I had on ever 7.3 powerstroke I owned.

​@@Mantis858585 That's because the 7.3 powerstroke and the DT466E use about the same fuel system and interchangeable injectors

It’s a shame. The DT is the only ‘good’ Maxxforce. Since they used Cummins they have gotten better but are still trash because the engines are plagued with emissions problems.

Volvo suck to work on, The I shift transmissions are junk, the D13s are junk cam problems, egr problems, injector problems, drop valves, and air compressor problems worse on the Mp7 "Mack" engine. Also Volvo suck to work on, Mack is even worse. I worked at a mack/volvo dealership for about a year and a half before going to Freightliner.

13 letter shit spreader

Crapistar Powerjoke.

Probably not, auction pictures may even show that coolant levels full..

That is why I cannot understand how anyone or any business can buy auction stuff that's "As is" and you cannot test drive it. A few years ago I read a post on some trucking forum where guy said to the original poster who was looking to buy a truck: "if it doesn't come with maintenance records it's basically worth junk it". That is a little bit harsh as I bought my tractor without maintenance records but I went through it with a fine tooth comb-for all the major components that is. I wish I spent a little more time looking through the interior and I might have knocked a grand off the price I paid for it.

My I.H. build non turbo 6.9 has been running 34 years!

The DT466 was also pretty good from what I've seen, the company didn't always make junk.

My 7.3 is 25 years old. Before that I had a 1972 Scout 2 with a gas 345 cu in v8 that ran well until I took it up to almost double the redline. All that being said, I wouldn't touch anything new that they make. They are a good example of, if your company is not improving, it is declining. Kind of like CAT not producing over the road truck engines anymore. My next engine will be a Cummins, and I hope to work for them sometime soon and develop my method of improving emissions and efficiency without having an EGR system. Of course if CAT were to approach me, I might be willing to work for them.

@@davidscott5903 doing away with the EGR would fix 90% of Diesel engine issues. I think it’s evident nowadays that the after treatment system isn’t the problem, it’s the EGR that causes the emissions related issues. Now, yes, you do have the possibility of def system failures and dpf clogging, but I’d say EGR problems outweigh both.

I own a 99 Ford F-250 (7.3) PowerStroke. Brought new 10/98. 173,000 + miles. Six in the floor. 👓

I agree with everything said here. I think the Dt466, DT466e and Maxxforce DT were the best engines made by International. Cummins is potentially good too but sucks because of the emissions trash.

Their newest engine ................ the A26 ................. actually seems pretty solid. It's a 12.4L MAN engine! The MaxxForce was trash!

@@chackos123 I just bought one with an A26. I hope it works out. It does have a full 2 year warranty. New trucks are non existent. If you order one it's a 12 month wait.

@@chackos123 Max Farce is more fitting

Or Detroit diesel

The A26 is hands down a better performing motor than the x15 in my experience

The e models werent even that good.

Unlikely, EGR coolers on the EPA 10 Maxxforce DT/9/10 (99% positive the engine depicted in the video, would need to get a closer look to see if it was an N9/N10) usually fail and cause coolant to go through the engine and exhaust. I have only seen one or two hydrolock engines.

@@Downstriker559 well I have seen it. Only time u see cylinders leak that bad on EPA 10 is overheat.

That’s because it was designed off of the MAN D38 platform and uses a Cummins designed emissions system.

We run small fleet, all International Lonestar's & we really like them, they are all the new X15 Cummins. This week we went out on a limb & bought a LT with the new A26 we did however get the 600,000 mile warranty just in case. I feel Navistar has learned a valuable lesson & is turning out a great product post 2017.

@@sdpistolero327 D26

The A26, or the Volkswagen D26, I actually like it. The DuraStar still has Cummins only, the dreadfully underpowered ISB, and the unfortunately uncommon ISL. The CV, which I still say stands for Chevrolet Vehicle, looks more like a Silverado, than the new Silverados do, which has (because of course it does) the 6.6 Duramax. ISB maybe? Or can’t they be bothered to do anything at all with exception of taking off bowties and putting diamond stickers over them.

Any coments on the International 9.0L? They're almost indestrutible, and sound amazing if you put straight

@@panamatrucker the 1st 10000 9.0 blocks were too thin on the deck. 5 or 6 head gasket revisions, some oil leaks otherwise good engine. The cool part was the piston came up beyond the deck, the head was cupped for piston clearance and the valves were angled like a hemi.

@@greggwenig6163 in past we ran a lot of those 9L and Cats3208 here in Panama as a public transport buses, they were so damn loud man, i love hear them around the city racing each others In these days they are difficult to find

I will agree with you I actually word for international I don’t per say like the body styles but they are pretty good trucks people say they are shit because of the engine in there truck pop the hood and it’s a x15 Cummins Well then that’s not a Internatinol truck problem that’s a Cummins problem

You have the first comment! Yeah been busy with house stuff, but with the summer coming to an end I'll probably be making more videos.

@@AdeptApe We look forward to them.👍

The S series was the last good looking IH truck line

The 15L was based on the CAT C15 the 13L was based on a MAN design, in both cases the emissions, electronics, fuel delivery and turbo plumbing were designed by Navistar. I think they did the heads for the 13L as well. In both cases they were trying to make an engine do something its makers never intended. CAT had thrown in the towel at making the C15 compliant with the new standards and exited the market, but Navistar claimed they could make it work. The MAN design met the Euro standards that were in the same ballpark as the new EPA rules using DEF, Navistar tried do it with EGR only (Everybody else in the market used DEF) . They used a bunch of banked Emissions credits while they tried to make these engines meet the emissions standards but eventually the engineers in charge were canned when the bleeding showed no signs of stopping. The Cat engineers turned out to be right and the C15 could not be Cootered to meet the new standards so it was dropped. The MAN engineers were right and the 13L needed DEF to hit the standard. Navistar wound up going to Cummins to make an emissions package for the MAN 13L that actually met the standards and worked. With the takeover of Navistar by Traton (owners of MAN) I'm pretty sure in a couple of years they'll have an emissions package made by the same people who made the rest of the motor which seems likely to yield better results than the Frankenstein approach. The trucks and the 13L have been rebranded a couple of times since to try to escape the stain of the Maxxforce saga.

@@donrobbie5528 thanks for info

They are different with their switches and such.

Sorry for the long delay.

@@AdeptApe We forgive you. 😉

Save your money and sanity and buy a Kenworth or Peterbilt. Even Freightliner has gotten better. Manual tranny though.

instrument cluster toggle?

@@Raise986 Hold panel bright button to the up position and the black plastic instrument cluster toggle switch (on the lower right hand side of the cluster) at the same time until the chime goes away.