OK, Chevy C-10s and Ford F-150s, get outta the way, there’s a new collectible pick-up truck to consider, in this case, a beautifully restored 1959 International B120. The level of restoration here is extensive, so let’s look it over in detail. T.J. found the listing for this fine example, produced by the long-gone light truck manufacturer, International. It’s located in Pinedale, Wyoming and is available, here on eBay for a current bid of $20,090 with the reserve not yet met.
This pickup is from International’s B-series which was shortlived, having been offered between 1959 and 1961. Besides the 4X4 drive train, this truck also includes the “bonus” 7.5 ft cargo bed. While not a Concours restoration, what’s been accomplished here is pretty spectacular, especially considering that it’s a more obscure marque – at least when compared to the commonly found Chevy or Ford. Having undergone a body-off redo, and lots of sandblasting, the finish selected is a modern, two-stage application of the original Gulf Green hue. The bumpers and grille show some signs of 64 years of pickup truck use but they still present extremely well. The cargo bed has a bit of rippling going on but all-in-all, it’s in excellent condition – especially when you consider how a truck like this was used, it wouldn’t have been just a suburban boulevard cruiser.
The original 266 CI engine was replaced with a 1971 vintage 345 CI V8 that was “inspected and resealed” – sounds a bit subjective and that i and r thing continued on with the differentials, four-speed manual gearbox, and transfer case. Along with all of that inspection and resealing action, the clutch, fortunately, was replaced. A new dual exhaust system, replete with turbo mufflers, rounds out the power picture.
One of the biggest differences between trucks of yesteryear, and their modern descendants is the interior. Back in the day, they were the real Joe Fridays of environments, “just the facts”. Lots of painted steel, hard vinyl, and minimal instrumentation were the way they rolled. Carpet? Fuggetaboutit, why mess up the carpet with cruddy boots when you can hose off a rubber mat? A radio? Pure luxury if it were even available? Air conditioning? Now you’re dreaming! If ever there were a quintessential old truck interior, this would be it. The seller adds, “Custom reupholstered bench seat, sun visors, and custom headliner. New floor sound deadener insulation and rubber floor covering. Original gauges operate as should, as well as all lights and turn signals“.
Conclusion? A beautiful and thorough restoration performed on a more obscure pickup, that, probably doesn’t do well as an all-around, regular driver. Its stance and suspension likely make for a stiff and tiring ride. But, for shows, and occasional use, I’d say that this International hits the target. This one’s a nice alternative to the more commonly found Dodge Power Wagon, wouldn’t you agree?
For those who know IH trucks that 345 V8 is a stout engine so it doesn’t surprise me when the seller says inspected and resealed. As compared to a GM product the 345 is considered a big block that weighs in just under 800 pounds. They also have a reputation of being a little thirsty. So low teens at best will give you a chance to make friends with the local gas station. Cool truck looks like it will see weekend and show duty so economy is a non issue.
Regardless of the restoration, it is still an old truck. A gas guzzling truck des not make a useful truck in my opinion.
When gas was 30 cents a gallon , poor mileage wasn’t an issue, it was how well the truck could work – these sure did the job !
Coo piece of history..
No question, when Farmer Brown got his milk check for the year, THIS is what he( sorry ladies, the womans place was in the home then and had little, if anything to say about purchases) came home with to replace that old K model getting on in years they got after the war. I read, 1959 was the 1st year for the V8, I’d have left the original in, but it’s still a 1959 4×4 hang on to wheel, pickup. While the design was new, the cab was from the A series, and used well into the late 60s on C series and Travelall until the D series came out. These usually looked like this once, on the way home from the dealer, and began their tough life as a farm truck. A 4wheel drive was necessary on a farm setting. 4x4s hadn’t become popular for the public, most were city folks and no need. Once the move to the suburbs began, say, late 60s, 4x4s, became more popular out of necessity. Somebody sure outdid themselves, I don’t see the logic of spending this much time and money, just to take a loss. Hey,,at least it’s painted!!
The A-Series was two-years only, and only different from the B in terms of front grille (two headlights, and evolutionary bar grille, painted) and options. Even the dash cluster was the same.
The C series was more of a change, even if they kept the cab sheet-metal and the by-then-dated wraparound windshield. The frame was lowered; the fender stampings modified extensively, and the C got a new dashboard – with IMHO less-slick Stewart-Warner generic gauges, instead of the half-moon cluster shown on this truck.
Hi JPT. Trying not to sound nit-picky here but the A-series used almost the same dash. The A had idiot lights (the S and the A series were the only ones that used lights) while the B went back to full instrumentation. Of course we all know that the B introduced the smaller V-8 line (the HD line of V-8 engines began in 1955) to the world. The first C-series kept the B instrument cluster in ’61-’62 then went to the SW individual gauges in ’63. The Cs lowered the cab on the frame; that’s why you saw such a high transmission tunnel in the Roundbodies. But the Roundbodies also used a newer frame…
International trucks out west were numerous. 3/4 ton 4x4s were a little slower to catch on but the ranks were increasing rapidly as the 60s began. I do have to say that 4×4 trucks were far more numerous in other parts of the country because looking for parts for trucks like this are a weekly exercise. Just sent a bunch of stuff to a guy in Spokane yesterday.
We had a B-120 2wd on the ranch. Dad actually bought an S-120 4×4 years before but deemed 4×4 to be troublesome because ours was always in the shop. The 2wd ended up in the shop just as often and it was shortly after that when Dad realized that it wasn’t the truck but the loose nut behind the wheel. The ranch foreman (Cactus, we called him) had little regard for anything that wasn’t covered with hair and propelled by four legs.
Anyways, by 1963 a good quarter of the pickups out west were 4×4 with International being highly visible. By the end of the 60s easily half the trucks were 4×4.
This truck could come to my place and I would look after it. As was mentioned by Howard I would have kept the 266 but the 345 fits in the same hole, and it’s in the family. The coolant pipes on the front are somewhat difficult to find. I have a couple of customers who have fabricated their own by milling new ends out of thick-walled tubing, mandrel-bending new pipes out of exhaust pipe and silver-soldering the ends on. Works fine.
Question for Geo 30 year’s ago I left a Mack dealership switching to Navistar, 1 of the older mechanics said at the time that he thought the 266 had different bell housing bolt pattern than binders larger V8’s. Is there any truth to that?
I never heard of that. I’ve seen lots of 266/304 engines pulled and replaced with 345s. Never saw any that gave any trouble in that category. The 266 was in the 266-392 family. Now I wouldn’t try to interchange with a 404-446 unit…
Grew up on a farm. Very cool brings back fond memories!
Sure looks sweet in turquoise. I’m sure this workhorse will find a great place in its retirement years!
Cheers
GPC
“Inspected and sealed.”
I ran a restoration shop that catered to car nuts of all financial situations, from guys who sent us weekly payments, to those who said the cost was not that important as long as the billing was honest.
We had a policy of checking mechanical equipment very closely, and if an engine or transmission was in excellent condition, we would inform the owner of that fact, and let him decide what he wanted us to do. 99% of the cars we restored or repaired would never be driven hard, so why go to the expense and effort to rebuild something that really didn’t need rebuilding?
We had a 1948 Packard Custom Eight sedan with only about 50,000 miles, and the owner wanted a reliable driving car. We disassembled the big 356 9-main bearing engine and found it barely had “any wear — any where”. With parts alone to do a complete engine overhaul on that car running $3,000 and up, I suggested the old “Inspect and reseal” type of work. We did provide the owner with a full specification sheet outlining what we found, and he agreed this was the best way. We even plasti-gaged the bearings and photographed the results. When finished, the engine looked & sounded brand new, and now 30 years later I know the car is still running well and has passed into the hands of the next generation in the family.
And think about this for a moment; We could have found a full set of rod and main bearings at great cost, and tossed out the old set. But in doing what we did, that kept a new set of bearings available for another engine that really needed them.
I loved the truck but the color is sickening. I would love it if it was Adirondack Green. I am 80 but could and would use it as my daily driver.
This one would look cool in the USFS Green.
I seem to remember them using some of these.