The International Light Line (part of International Harvester) was a range of light-duty pickups built between 1969 and 1975. They received new bodies applied on existing platforms. They were renamed in 1971, with 1010 being the half-ton model. International’s trucks were known for having a wider range of transmissions and wheelbases than its principal competitors, Ford, Chevy, and Dodge. This nice ’73 edition of the 1010 has been treated to some mechanical upgrades, especially in the drivetrain department. Located in Rio Rico, Arizona, this workhorse with bling is available here on craigslist for $13,500. Thanks for the “hybrid” tip, PaulG!
In the 1970s, Harvester relied on American Motors for its engines. They came with anything from a 258 cubic inch inline-6 to AMC’s biggest V8, the 401. Compared to the production volumes of its major competitors, Harvester was a distant 4th if that. But they didn’t mind taking a few chances, like offering one of the industry’s first anti-lock braking systems provided by Bendix as an option. Operating on just the rear wheels, it was available beginning in 1971.
This truck is a mechanical departure from how it was built. Under the hood now resides a 350 cubic inch Chevy V8 with a serpentine belt, 700R4 automatic transmission, front disc brakes, and new wheels and tires. The seller says it used to be a long bed, which given its current appearance does that mean it was shortened at some point? The paint is said to be original, so we don’t know what that really means. The body shows no rust and the interior has been redone in factory matching materials. But some of the photos were taken at night, and at least the passenger compartment is not done justice.
Only two parties have owned this pickup, including the seller, and the paperwork dates to Day One. Besides an uncooperative driver’s side window (hard to roll up and down), everything else on the truck is said to work correctly, including the air conditioning. Even though it’s mechanical a Chevrolet now in some respects, the seller would consider trading for a 1967-72 vintage Chevy truck. And would entertain payment in cryptocurrency (how about Monopoly money, too?).
Deleted already.Was it a 4WD?
It’s always bothered me that most sellers don’t say.
Sometimes they put “fwd”,which means “front wheel-
drive”.Most times they don’t list which engine,or transmission
either.
The listing sounded like it was 2WD.
Stuff like this simply doesn’t last long. Someone got a nice truck. and regarding the authors info on AMC engines. IH did offer the in-line 6 on Scouts, not sure many made into full size trucks, and the V8s were substituted for the IH engines, that were in short supply. The 401 was used as the IH 392 couldn’t be made fast enough. Think, every freakin’ school bus in the nation had one. I don’t recall many smaller V8s, as the 304( same as AMC) was an IH motor and not as rare. The thermostat housing was the easiest clue to an AMC V8 motor, I read. IH pickups are as rare as hand signals, and to be clear, while IH was considered #4, there was a BIG gap between #3 ( Dodge) and #4. I think I saw more Studebaker pickups than IH, outside the farming community, that is. I’m sure someone with deep pockets ( yep, 5 figures for ANYTHING is deep to me), had no problems coughing up the cash for this one. It’s obviously worth it.
Oh, btw, I believe 4×4 pickups were 1210 designation.
No, 4×4’s were 1110’s. 3/4 tons were 1210’s. The 401 was a poor substitute for the 392. As is a Chevy 350 for any IH V8.
AMC had a 304 but it wasn’t the same as the IH; it used a timing chain and weighed a hundred pounds or so less. The AMC 400 was used in some IH trucks but, like you said, it was only to fill a gap created by a surge in 392 orders. I might add that IH drug its feet pretty badly as far as upgrading its manufacturing facilities was concerned, especially post war. It was finally in a crisis in the late 70s/early 80s when interest rates skyrocketed. EVERY factory under the IH umbrella was obsolete, working beyond capacity and needed the wrecking ball.
The 232/258 was lighter than the tried and true 264 and also didn’t require as much space in the engine bay. Furthermore, emission controls were getting harder to meet for an engine that was basically unchanged from 1957. Binder simply took the path of least resistance and used the Rambler engine.
I own a 72 Travelall with factory AC and 392. It’s my baby.
Nice truck overall. I wouldn’t hesitate to park it on my driveway although I have to admit to being rather disappointed to see that SBC in that engine bay when the old reliable Binder engine was still capable of keeping the truck in the fast lane. However, I deal with customers who have made similar swaps on a daily basis and I’m not going to impune what they have done. It just isn’t what I would do…
Look at the bright side…at least it’s a normal S.B.C. rather than an LS swap with all of the associated electronics. It’s probably still fairly easy and inexpensive to work on.
I have a 70 1110 that I’m thinking of building a gasser out of. Power stroke/auto with a big turbo
never seen that. seems its more a national then ‘international’.
I had a ’70 1200 with the 345 in it. What a great truck that was for pulling RVs. Sold it to a guy and two weeks later I saw it in his driveway with the front end hammered in. Made me sad to see her like that.
Don’t forget the 4cylinders, gas and diesel, in the Scout IIs,