By the 1970s, International was renovating its business, shedding its light-duty truck lines to focus on medium- and heavy-duty trucks. The Transtar 4200/4300 series was introduced in 1971; production ran through 1984. This example is available here on craigslist for $13,000; it’s located in Slayton, Minnesota, and the tip comes to us courtesy of Jack M. – thanks! The seller notes that his relative bought the truck but never equipped it with a trailer; we’re left with the impression that it’s been a while since this rig ran.
The engine is IH’s well-regarded DT466, a 7.2-liter turbocharged six-cylinder diesel, good for about 250 hp. Torque is prodigious at about 600 lb-ft at 1400 rpm. A range of transmissions was available, from Eaton Fuller six- or seven-speed manuals to Allison automatics. This truck was used for short-haul work and, according to the seller, has accumulated only 148,000 miles – if that’s correct, it’s barely broken in. Production figures aren’t available, but judging by forum participants’ glowing, and even affectionate, reports, this model was well-regarded.
The interior is clean, but torn vinyl, dusty gauges, and worn door panels indicate that the mileage might be higher than we’re told. Better cabin accommodations could be had if the buyer chipped in for the “Eagle Broughm” edition: that bought shag carpet; deeply padded, tufted seats; and dark wood trim. The Eagle was also painted in custom color schemes, including the famous bird of prey splashed across its flanks.
The truck’s exterior is a bit the worse for wear: rust is evident here and there, the paint is blemished, and the grille surround is dented. And we still don’t know if it runs! Values fluctuate between $2500 and $10,000 depending on equipment and condition. Tucking this one away to await restoration or recommissioning will require plenty of space; it’s not a prospect for the urban dweller. How would you use this truck if it dropped into your driveway in running condition?
Just about to turn for a spell, when BAM! Seeing this, at this time, makes me want to go to work,,,well, maybe not. Another well deserved thank you, as memories reel.
Okay, to be crystal clear, I by no means, mean to upstage the author in any way, the author is smart enough to know that,, I’m merely adding my .14 cents,,,,and here it is.
The 4200/4300 “Trashstars” were the workhorse of the local/regional trucking industry. They replaced the aging and not near as popular, Transtar 400s, and for the 1st time, big power was available, thanks to the bigger radiators. Speaking of which, this is not a DT466, it’s a BC290(?), sorry, and what looks like a 13 speed. This was the standard issue conventional, some had “shiny 290s( 300s) or 350s. Regardless, it was a stark improvement, and later CAT motors took it up a notch. My 1st trucking job, the guy was all Mack. His dad had the 1st Mack truck in Milwaukee in the 20s. The entire fleet( about 20 trucks) was Mack. In the late 70s, when I started, he broke the mold and ordered 4 new 4300s just like this. Naturally the drivers were thrilled. I never got one, however, and drove the Macks they moved on from. I can’t see the rear suspension, could be Hendrickson rubber pad( no springs) and will ride like an old grain wagon. “Wagon wheels”( tube type) will have to go, 11×22.5 tubeless bolt right on and front Budds, this truck will still haul the mail, and none of the legal shenanigans,,,yet.
There is a desire for pre-emission trucks, stated on the WS post, to skirt emission and DEF requirements, but that window is sure to close, nobody gets a free ride in the future. Naturally, this is nothing to go long distance with, even though many have, but for a “good ol’ horse” around the farm, I wouldn’t dawdle on this one.
As a side note, I think secretly, the author wanted to be a truck driver, no? Trust me you would have done fine, Lass. Thanks again :)
I still wanna be a truck driver. My secret is out!
Nice!!!! I drove many an International with the DT 466. My favorite setup was a tandem axle 22 ft straight job for the city stops. Why I liked it was the 10 speed Rockwell trans. The gear ratios were so close you pretty much HAD to slipshift it, you didn’t have time to use the clutch. And it had a great feel to it as well, nice and tight. Short throws, it was great. Definitely the fastest shifting truck I ever drove.
The DT466 along with a lot of other engines was available in larger Binders like this. I had seen a couple day cab local single axle trucks with the DT466. The seller states this has it in his ad.
Once again Michelle, thank you very much!!! And a huge thanks to Jack M. For finding this too.
How about that? Just about to minimize this page and go to work when I scroll down and see an old standby.
Lots of these still in service in the Chinook Belt. Trim is a little hard to come by but parts for the drive train are not a major challenge–yet.
Need to contradict you on the engine, Michelle. That’s a Cummins BCII 855 under that hood. Since I can’t see the left side I’m going to guess at JWAC (aftercooler) so it could be as high as 400 hp.
Columbus Vibrators and Peoria Rock Crushers formed the majority of the powerplants; I did see some with 2-Stroke Jokes but I have to say that Cummins reigned supreme. 350 or 400 hp, always with someone who had a drill to take out (tamper proof?) ball out of the throttle shaft and expose the DFWI screw.
Worked on lots of those back in the day. Very few problems until some jack-donkey came in expecting to fly to the moon. “Just a little tweak so I can make that last hill?” they’d ask/insist/demand/coerce. “Come on, you should be able to haul 80,000 lbs. over the Beartooth Pass and keep it in high gear.”
“Sorry, chum, a KTA600 can’t do that.” Actually I wasn’t sorry.
“Gee, it won’t pull a sick hooker of a p$$pot.”
“Well, you’ll have to accept just pulling a limp “noodle” out of a pail of lard.”
And on and on. I miss a lot of things about the repair business but that is NOT what I miss…
And to correct you is like peeing into the wind, but I must. On the ad images, there is a left side view, and it does not have the aftercooler, just the standard intake manifold. I was told to crimp the return line for more power, but never did it. It was part of the service, to check the return line. It was instant grounds for dismissal.
Aha! You know I clicked and clicked on those pics and it just showed the RH side. I stand CORRECTED, and thanks for that. It IS a straight turbocharged BCII, starting at 290 hp, but most of those I have seen in a Binder (or any other truck) without an aftercooler (and this age) were Formula 300/315 engines. Of course, by the time they ever showed up at our shop they were cranked up practically to NMD anyways. Afterall, what’s an aftercooler offer that you cannot do with a screwdriver anyways? Roll that coal…
Thanks everyone for the engine knowledge! I went with what the seller said, silly me!
Crimping the fuel return to actually installing a shut-off valve; I’ve seen both of them. I’ve also seen the boost line removed from the AFC on the fuel pump and a grease fitting installed with the pressure side of the diaphram filled with gun grease.
I had a customer with a 475 Twin Turbo. I worked on the fuel system and max’d things out (within reason) when I set it but that wasn’t good enough. He went from a #15 button to a #5; backed out the fuel screw and the AFC no-air screw until both of them popped out.
He was hauling grain on Super Bee’s and the coal those pipes were putting out was highly visible. I followed him down a 25 mile stretch of road and there was black dust on my windshield. The guy had the audacity to phone me and tell me that his truck had no power. I just told him that there was no shortage of fuel because I still had the dust on my windshield to prove it. I advised him to replace the turbos or re-educate his drivers on how to operate a big truck.
Never heard from him again. Come to think about it, I never saw that truck again. I often wonder what happens when someone finally realizes that he is expecting more than that engine can deliver…
We can always count on Geomechs for info and a great picture as well!!!
I can only imagine how many great photos you have.
Am I remembering correctly about Binder day cabs having a DT466 in them? If I’m wrong I’ll apologize now, step aside and let experts like Howard and Geomechs say something.
Again, great write up Michelle!!!
Geomechs and Howard have covered all the areas very well, I was also thinking 290 BC 1 or 2 and turbo with no after cooler was usually 290 in my area. my dad had a 315 with JWAC but it was BC4 lowflow,bit of a different animal. After a life time in this trade when you retire it seems impossible to view trucks like this and not want it, but what on earth would I do with it? Thanks Michelle.
PS Geomechs, you will never get any thanks for fueling trucks just complaints from arm chair mechannics but they never give up trying get or force you to do it.