Threading through International Harvester’s portfolio of top-notch agricultural equipment and heavy-duty commercial trucks wove a steady appearance of pickups. The company began producing light-duty vehicles in 1907, and it didn’t stop until 1975. While its innovations came in fits and starts, with long stretches of very slow evolution in between times, the company had some hits in its repertoire. Today, many “Binders” are considered collectible without costing an arm and a leg, making IH vehicles a great option for new vintage vehicle owners. Here on facebook Marketplace is this 1949 International KB-2 pickup, with an asking price of $12,000. This truck runs and drives, and it’s located in Edmond, Oklahoma. The seller has owned it for eight years. T. J., great tip! Thanks!
The KB series was launched in 1947 as a mild refresh of IH’s K-series. The primary changes were cosmetic, including the grill “wings” and chrome trim on the hood. The new series still motored with IH’s “Green Diamond” 214 cu. in. flathead six, good for 82 hp and 160 lbs-ft of torque at 1200 rpm. This unit is mated to a three-speed floor shift manual. The KB-2 is a three-quarter-ton truck; opting for a heavy-duty version of the same series would get you a bigger engine and a four-speed. The seller’s description is brief, but his photos are great, including at least a couple of underside shots. Things are pretty clean down there.
The cab is neatly finished, with good paint, decent floors, and great upholstery. I’m always noticing design features, and International’s truck interiors, while spartan, also feel elegant to me, with simple rectangular dash elements, and that delicate steering wheel. A few flaws jump out here – the headliner is missing, as are the sun visors, and the metal work along the top of the windshield is rusted through. The seller indicates his truck has no rust, so this claim warrants closer investigation, given the evidence.
About 122k KBs of all types were made in the three years of production, and most were used up. Finding an original example is difficult, as many have seen drivetrain swaps. If you’re in the market for an early International light-duty, today’s featured ’49 KB-2 is a viable candidate. Prices usually sit in the mid-teens to $30k area for good drivers: this KB-3 sold for almost $30k a few months ago, while a respectable 1949 KB-2 made just $16,500 at Mecum a year ago. What do you think – is this truck a good buy, or would you want to negotiate?
Well, she’s a gal of her word. She promised an IH, and while I was hoping for that 4070 Eagle, we’ll take it. The K series was pretty much a pre-war D series, and became the staple of rural farms. I read this truck cost about $1400 new, about par with the others. While the motor got us through thick and thin during the war, by this time, it was clearly dated and the update was right around the corner. Not sure if someone would have plans for any street use, 45mph is about it. For a little putt-putt around town, be great. Alternator is an add on, and looks so out of place, I assume it’s 12V now. Also, the box was from an aftermarket company called “Knox”, and they supplied the boxes for primarily IH. Naturally the price is optimistic, Post war pickups just aren’t 5 figure vehicles, but let the buyer figure that out. It’s a great find, much obliged.
I suppose no post of mine would be complete without some sort of somber recollection. I had a good friend, his name was Al, he was Quad Graphics 1st driver and his dad was a grumbly old union dump truck O/O, needless to say, we had a lot in common. After I got my Diamond T, Al wanted an old pickup too. He found a truck exactly like this, in fact, I had to check to see if it was his. I doubt his made it to OK. He then got a parts truck, maybe $500 total investment, early 80s. I lost track of Al for several years, then contacting another friend, he informed me Al went in for a minor surgery, and came out the back door. He was 47.
I was hoping for a KB……..10.
Ha ha, so was I!
Will this do?
Ha! There was no “K9” for obvious reasons, :D
Ah, the “Westcoaster”, I knew you wouldn’t disappoint. A ’53ish RD405? Most I’ve seen had a Mercury “coffin” and were road trucks. Skinner Transport of Reedsburg, Wis. had a bunch that were the old mans. After he died, the kid sold them all except one, I think.
I had a ’47 KB1. You’re right about 45 mph as the top limit. I’d read on sites that people were trying to figure out how to get more speed out of their old KBs, changing the rear end and other ideas to get to highway speeds. A crazy idea with those solid front axles and suspensions never made for highway criusing.
Yes, back then they weren’t designed to go over 50. I drive my ’49 Chey Styleline and it’s the best at 50; 55 is pushing it. I’ve had it do 65 but it isn’t at all happy; it was threatening to make (6) hood ornaments. I have an acquaintance who dropped a 327 in a ’52 Styleline and, while it went a lot faster, it still had suspension, steering and brakes that weren’t designed for the faster speeds.
I’ve found 3.72-1 gearsets for KB-1 and KB-2, which will allow them to get upwards of 60 mph; but the trade-off is that now, they won’t pull a limp noodle out of a pail of lard. You got less than 100 hp, running through a set of 4.11 gears and that’s got you shifting gears constantly.
Wow Michelle, you weren’t kidding!! There is a lot to like about this old “Binder”. The chrome grill is all there and intact which is great. And that paint just might come around a bit with a careful compounding. It just looks like a solid, honest old workhorse. Hopefully, it will find a new home. One thing I did not know about was the floor shifted 3 speeds. I always thought they were column shifted and the floor shifters were 4 speeds only. ( Once again learned something new on here from Michelle) A tip of the hat to T.J. for this great find and of course to Michelle for the great write up too!!! It will be interesting to see the other comments on this one.
The early 50’s Ford trucks had both the light duty column shift 3 speeds as well as an optional heavy duty 3 speed or 4 speed floor shift for the F-100. I had a panel delivery for years with the column shift but there is another same as mine with the floor shift 3 speed that a friend owns.
Excellent write-up Michelle. Your work is always top-notch. Looks like a good IH.
Doing good, Michelle. It always makes my day when one of my favorites is featured.
These trucks are coming out of the woodwork, and probably about time they did; there is nothing wrong with a vintage Binder.
Although you can get floormats, headliners, and weatherstripping, sheet metal isn’t easy to come by, but then, I have a couple of vintage Fords, in addition to my Binder, and body parts aren’t easy to find for any of them either.
And, Howard, not all K-models have Knox boxes. Knox used diamond plate to line their boxes while the other outfit (can’t think of the name) used flat sheet metal like everyone else.
Chassis parts are mostly readily available. Something that has puzzled me is why there are (2) different kingpin sizes. Some have 3/4 inch and some have 7/8. No rhyme or reason; just be prepared to bite the bullet if you have 3/4 because they’re twice the money.
Getting to be a bit of a crisis with brake components. Last year at this time you could get drums, shoes, springs, master cylinders, wheel cylinders, hoses, just about everything you needed. Then some jack-donkey bought out three companies that produced those pieces and then shut them down. We’re trying to find other sources and have made some progress but some components still have to be sent out to the rebuilders.
I see this truck is sporting a Delcotron alternator which is a dead giveaway to a 12V conversion. Nothing wrong with that; the 6V starter will work just fine with 12V although I strongly advise getting it rebuilt because things get slammed and twisted a lot harder. A 12V conversion kit is readily available and it has an alternator, clad in generator livery, plus the steppers to continue using the 6V gauges.
Engine parts are somewhat of a challenge. Gaskets and rings OK. O/S pistons need to be custom made (3 companies do that). The engine was originally a Willys design and there are a few components out there. If you want engine bearings, standard are out there; undersize are a crap shoot.
I found a set of .010 under for my D2 (the HD engine is a forerunner to the GRD) and had them stashed away. Low and behold, a customer with a sizeable credit card needed a set so I decided to sell my set to him.
It took me a couple of months but I managed to find another set, which I bought.
Had a customer in Australia who must’ve smelled them. He phoned almost before I opened the carton and needed a set. I thought, “Sure, lightning struck twice in the same place; it should strike three times.”
Big mistake. All sources dried up. But there is a place in MO that will reline your old bearings. They come back to you at .090 under so you will need to get your machine shop to ream them out to the proper size. I have a number of customers who have done that and all was well.
It’s very interesting, when you get into the restoration parts business, the differences you find across the 49th Parallel. If you have American wheels you can get repro hubcaps (8 inch) for these; if you have a Canadian version you’re either going to scavenge (7 inch) hubcaps, or find some plain hubcaps from something else.
Okay, I’ve rambled on for way too long so I’ll let myself out…
You didn’t ramble on too long, geomechs. You and SG say that but the vast majority if not all of us enjoy those ramblings and learn-a great number of us haven’t the breadth and depth of what you, SG, Michelle and all the others contribute.
“None of us is as smart as all of us.”
― Kenneth H. Blanchard
I totally second what Nevadahalfrack said. I always, always enjoy reading your comments, and you both never ramble on.
-Dave
Oh no you don’t, we’re not letting you get away that easy, MacKenzie,(sp?) hide his keys! I wondered if you were going to call me out on the “Knox box”, and I remember the diamond plate now, not all had that. Still was quite a contract, no? I think the K/KB kind of defined IH then. Maybe it was the war, IH was riding high on its war contributions, but after the war, farms were big, and every farm had an IH tractor and an IH truck. With the money Jr. sent home from his military pay, guaranteed a new IH was on order. They went hand in hand. Ford had a similar following, but IH was bigger. Chevy was for city slickers, no Chevy tractors.
I think the mob has spoken on how much we enjoy these postings, there aren’t many sites that feature trucks, and they touched all our lives. Some more than others. Thanks again, NEXT!!!
It doesn’t get much better than this, and for the price it doesn’t get any better at all. You, Adam, and your team must spend very little time sleeping, between your other jobs/home life/etc and searching out machines of all kinds to then spend hours researching further and writing about.
Thank you.
Michelle, Thanks again for presenting us with a turnkey entry into the antique truck hobby at a reasonable price. I hope the new owner can enjoy it as such.
Geo: Thanks for the picture of Tackaberry’s K-12 or K-14.. He is an International dealer and has a large collection of all makes in a museum in Athens ONT, which is just off the Canadian end of the Thousand Island Bridge. A definite place to put on your bucket list if you are in the area.
Yes, Brocky, a customer of mine sent me a thumb drive of Tackaberry’s collection. It is definitely on my bucket list. But if you ever make it out west, there’s another good place to visit… https://youtu.be/1ahYPikvWao?si=2MfyQ-vILLCEq127
I had a KB6 went thru 4 caddy motors, 390–429–and two 472 I asked to much on the rpm’s. Mine had a crank out windshield–A.C.–and the front blinkers were on top of the fenders. It was a sleeper and surprised a lot of people. I used a Chrysler limited slip rear end.
Love all these comments!
Info, insights and just plain fun.
BF is a favorite.
The binder’s not so bad either.
FYI: This was posted some time ago, but I contacted the buyer and the truck is still available. I’d like to see it, but it’s quite a hike from here to Oklahoma, and I don’t buy anything I haven’t put eyeballs on.
Like Geomechs, I own a D2. Mine’s a 1940 so it has a few one year only parts. I’ve gotten pretty good at referencing parts from Dodge and others that are the same or close to IH. I wanted the 1940 one year only optional fender mounted turn signals that are unobtanium. Discovered they were used on one model of a Chevy sedan in ’39, and got a set in excellent condition. For brakes, a cylinder hone became my best friend along with White Post Restorations gor the master cylinder rebuild.
Thanks for mentioning White Post, they are indispensable to our hobby. Long live White Post!
Yes, they are good! I’ve referred a lot of customers to them over the years.
John, What part of SC are you located in??? If you would like more info on the antique truck hobby in the Upstate please email me at: [email protected]
Thanks Brocky
ATHS Palmetto Upstate Chapter
Great feature on a classic 1949 International KB-2. The extra chrome details really help this vintage truck stand out while preserving its timeless character. It’s always fascinating to see well-kept examples of historic pickups and learn more about the craftsmanship and design elements that made them memorable.
i like trucks , esp 50, 51 studes, but its sorta getting ridiculous on these these old farm trucks. Couldnt drive them here in idiot CA. I like to drivr less than 80 mph but must crazies are going 60 or 95