It appears that this 1961 International B-120 4×4 short-bed “step-side” pickup was on its way to a restoration, with an interesting restomod touch in the name of a Mercedes-sourced turbodiesel engine and a GM-sourced Turbo-Hydramatic automatic transmission. It sounds like it’s working now, but it just needs some finishing touches. The seller has it listed here on eBay in Klamath Falls, Oregon, and there is an unmet opening bid price of $4,500.
These 1960s I-Hs are such rugged-looking trucks, aren’t they? My forearms hurt just thinking about driving this beast, but I’d sure love to own this one. Although maybe with the factory-installed engine rather than a Mercedes turbo diesel, even if it was regarded as one of the most reliable diesel (car) engines of all time. Hey, it has new tires, and these are the exact wheels/rims and tires I would want for this truck or any vintage 4×4 pickup. International went out on a limb and named this color – are you sitting down? – Red. If there was a more pragmatic truck company, I can’t think of it off-hand.
I’m sure the tailgate weighs more than I do, which isn’t saying much anymore in my skinny old age, but dang is that thing rugged. The bed floor is similar and looks like a custom “insert” to me. -Cap’n Obvious here. It looks fairly recent and like they were both very well done. I’m wondering how a person opens the tailgate, but then again, I see the pins on each side now. You’ll want to add a tail light on the right side, or come up with a more rugged tail light system. Speaking of rugged, how about that rear bumper?! My shins are quivering now as I look at that trailer hitch. The International B-Series pickups were made for 1959, 1960, and part of 1961 before evolving into, yes, the C-Series.
The seller says this one has a GM-sourced Turbo-Hydramatic 350 automatic backing the replacement diesel engine, and I’m wondering if the shift levers are connected to that or where the shifter is for the transmission? They show a close-up photo here, and hopefully, one of you transmission experts can decipher what’s going on there. They say it works well, as does the transfer case, which is as divorced as 74% of Hollywood couples. The underside looks solid, and you can see some new parts there, including that new driveshaft and huge exhaust.
Here’s where I’m guessing a six-cylinder lived, although a couple of V8s would have also been available. This is reported to be a Mercedes-Benz OM617A, which is a 3.0-liter SOHC (with chain) inline-five diesel. In 1976, Mercedes added a turbocharger (the “A” designation), which gave it 187 horsepower. Power was up to 227 hp by 1978, and we don’t have a clue what year this engine is, but Doomsday Diesel out of Nebraska provided the conversion parts. They’re basically the go-to shop for such conversions, especially for OM617 series engines. The seller says this truck runs, drives, and stops as is, but needs to have the alternator connected (it has a new battery), and also needs a new vacuum shutoff. I think this truck would be killer with an International diesel and a manual transmission, but that’s just me. Any thoughts on this diesel conversion I-H 4×4 pickup?
Beautiful looking truck, I like the man made patina. What makes me scratch my head is why, if so little is needed, doesn’t the seller just finish it off? He’s got this much work in it already… Oh .. wait… Is that a gremlin hiding in the glovebox?
Wild setup… wonder what Howard and geomechs think of it.
These trucks were almost identical to the A-series that preceded them. Just the grill and the headlights. And the choice of a V8.
Nice truck but I probably would’ve been a little more picky with the driveline.
The MB engine is great–for a MB 300D, or DT version. I can’t really see it doing a good job in a truck but then, it isn’t my truck.
The MB engine is going to cost the better part of a fortune to keep on the road. The injection system alone can run $4-5K. It has a tendency to loosen the crankshaft pulley/dampner, which allows the timing sprocket to oscillate back and forth, eroding out the keyway in the crankshaft. We sent 3 or 4 crankshafts to the machine shop to reclaim that keyway.
If I was determined to put a diesel in that truck I would’ve looked for an IH built 301. The 301 was available in the B-160 as well as the 503 and 715 combines. The ’67 and ’68 1100 pickups could also be powered by a 301. It could run upwards of 140 hp and would drop right into that engine bay, and bolt up to the stock transmission.
Nothing wrong with the TH350 transmission. I worked on lots of them back in the day. I would have to say that if you’re going to run an automatic, GM definitely had the edge.
Anyways, if this truck was to head for my place, I’d be inclined to find a 301 and probably a Warner Gear T98. I really don’t need an automatic in a truck of this vintage. And especially a 4×4…
Interesting find once more, Scotty. Agree with geomechs, my 1st choice for power fir a truck like this wouldn’t have been an M-B diesel unless this was all just a weekend scrapyard backyard erector set
These are rugged old work trucks, better suited for a Cummins 6BT if one was absolutely compelled to go with diesel.
An in-line 5?? Good heavens, that breaks all the rules. I’ve heard of 5 cylinder diesels, just never thought one would end up in a Cornbinder pickup. It seems, someone went to a lot of trouble and didn’t gain much over the gas job. Since I read, IH didn’t offer an 4×4 automatic, this is kind of uncharted territory, and who knows what inherent problems arose. I guess I’ll never know why people do such unusual, to me, things.
International did offer an automatic in a 4×4 but it seems to me that it wasn’t until the mid-60s. My curiosity is up now so I’m going to look through some vintage sales manuals and try to determine when.
The Germans liked their 5 cylinder diesels. I worked on KHD, Audi, and Mercedes, even up to the medium trucks. They rationalized that just ONE cylinder could add considerably more power without reducing efficiency. Personally, I think their bath water was leaking into their Schnapps and it was taking effect. However, they built lots of 5 cylinder diesel engines…
In all my experience with “oil motors”, they have always been an even number. I had heard of 1 or 3 cylinder diesels, but no 5,7,9,etc. Certainly no odd number in a V configuration. In fact, 3 seemed to be the limit in gas jobs too, and only radial engines were odd numbers.
Scotty, Another great write up on a truly neat truck. Too bad it has been ruined. I am with the others, WHY a MB diesel??? MB Parts are always big buck$$$$$. And Automatic trans???? This truck should have an IH engine, whether or not diesel!!! And a 4 speed Manual Trans. Also it needs power brakes to stop this much weight. It might make a decent truck for a hippy wannabe farmer.
Not the ugliest truck ever made, but close. I’ve parted with and parted out a few of these and still have some parts left. I have a 1950 IH here, that might be the ugliest??