Right away, there are going to be Barn Finds readers who know far more about this truck than I do. However, among the few anecdotes I’ve found, the history behind International R-230 line is fascinating, with the most notable among them being the use of a Rolls Royce-supplied diesel engine. This 1964 model listed here on Facebook Marketplace features a wrecker-style body, clearly useful for moving large vehicles from the roadways once damaged or incapacitated. This International features a Cummins diesel engine, and is said to have last run six years ago. The seller is asking $5,000.
Now, the Rolls Royce connection has a few different twists and turns, so bear with me. It seems International only offered the Rolls Royce diesel in the Canadian market, so we didn’t get this option here in the states. That may have been for the best, as reports at the time indicated the British-built diesels were notoriously leaky, likely owing to a bevy of external oil lines. Many, if not practically all of them, were replaced with a more reliable Cummins diesel at the time. Thus, finding a 23o with the Rolls Royce engine still installed is quite rare, and one of the only trucks still in operation with that engine has been completely restored.
In the case of this truck, one has to wonder if it has been a U.S. market model since new or if it was imported from Canada at some point. It’s always tempting to over-analyze a seller’s choice of words, but I’m curious if referencing the Cummins engine specifically is due to knowing it was a replacement mill back in the day. In all likelihood, it’s had this engine since new, but given the long and colorful lives of older working rigs like this, you just never know. For what it’s worth, the C6N-210 inline-six diesel built by the British manufacturer was good for 210 horsepower, and other sources indicate quality was hit or miss, with some engines providing reliable service.
My favorite detail is the standard bull bar, which appears to be a factory feature based on the number of historic photographs showing the same feature on other trucks. The bodywork certainly looks like it could have come from Canada, as there appears to be extensive rust damage on the sides of the body behind the cab. There is still a Duley’s Service and Towing business located in Bowie, Maryland, so it seems likely this was their truck at one time. With that in mind, an enterprising truck detective could certainly call them up and ask for more details on this International’s history, which would be great to have for the next owner regardless of my daydreaming about it once sporting a Rolls Royce-supplied diesel engine.
Gives the “ran when parked!” schtick a whole new meaning! This would be a massive redo to bring it up to safe driving conditions but to the buyer with the wherewithal and burning desire to have a unique showpiece, this works.
Sure would bring a truckload of spatial traffic respect on the weekday commute besides..and to that end, most likely no one else at the Cars And Coffee get-togethers has one!
Just imagine, indeed! Removing the gear out back and fabricating a massive pickup bed…
Okay, the venerable RDF230. One of the heaviest trucks ever to be allowed on the highway (as long as there weren’t any roadbans); it will give you a slow, rough ride but it will get you and your load there.
The Rolls Royce C6N, about 210 hp. Skuttlebutt says, In the 50s, RR got into some financial glue with its jet engine division. The British government asked members of the Commonwealth if their industries could kick in and help RR out in any way, shape or form. International of Canada said they would. They bought several batches of C6N engines and installed them into R-series HD trucks.
IH of Australia and Great Britain dropped them into TD20 crawlers and other types of industrial equipment.
Almost right away the Rolls Royce developed problems. Yes, there were oil leaks, Injection pumps (made by Lucas/CAV) snapped off the drive ends of the camshafts, and they simply didn’t have the comfortable powerband that a comparable Cummins did. Needless to say, the lion’s share of the Rolls engines came out and Cummins 220s went back in.
My boss came across the yellow beast (long before it was a yellow beast) a number of years ago and he was determined to restore it c/w the RR boat anchor. Fortunately the truck itself was the same as a typical RDS230 from Fort Wayne so the major pitfalls were with the engine itself. I wasn’t working for him at the time (I was in an independent diesel shop) but I was able to source parts for the fuel system.
The truck runs great and gathers a lot of attention whenever George takes it to an ATHS show/convention. Of course everyone wants to see the engine. Have a look at the truck and its restoration… https://oldinternationaltrucks.com/kirkham-collection/1959-rdf-230-h-rolls-royce-diesel/
Again, an incredibly cool picture of an incredible truck, geomechs and you made me look-never heard the term “road bans” before now. That must’ve been crazy to keep track of insofar as what roads were prohibited when and to what trucks the were prohibited.
You, Howard and Dave have really educated some of us with regard to truck lore here-thank you!
BTW, Scotty, Fahrvergnugen brought up an interesting point you could address- what WOUKD this look like with a freakin monster size pickup bed??
*WOULD* 🙄
Never get Spellcheck when we really need it..
Folks, this guy should write for the site, specifically, older trucks. Get with it, staff!!! This is what we want to see, and I’d love to volunteer to help!
Amen Howard!
I knew I was forgetting something; I thought I would throw in a random shot of a C6N engine. Very typical 6 cylinder diesel engine that could actually be built by anyone in the business.
North of the city of Medicine Hat, in AB, Canada is a British Army training base. Part of their T,O, and E is a battalion of small tanks, I understand over 200 on the base at any given time. Those tanks are maybe 2/3 the size of a Sherman and just a roller skate compared to an Abrams 60 ton battle tank.
Those tanks were orginally powered by the newer version of the C6N. It was almost identical to the one in the picture except that the injection pump was now fastened directly to the gearcase. They rev’d the daylights out of those engines. For a 743 CID (12L) they often saw 3000+ rpm. Of course some of them exploded in a shower of hot oil and bent cast iron.
The British government decided to repower all those aging tanks. Their choice: Cummins 6BTA5.9, essentially what you would find in a ’96 Dodge/Cummins truck. I’m sure you could stick a spare engine in that same bay…
Boy…..A fella works a 12 hour day comes home, finally gets a chance to look at his phone and BAM!!! This is awesome. I can imagine it being a bit tough driving this twin stick with the Brownie box shifter way back there I can understand the shift lever extension. The wrecker body alone adds a lot of weight to this old workhorse. And I’m sure it would be more lively to drive empty, but personally I’d love to see this restored as a wrecker. This old International was built to work. Its a great find and thank you so much for writing it up Jeff, I really enjoyed it!!!
Geo, Lavery, Dave, thank you. #Howard
Pshew, where to start? I suppose I can start by saying thanks to Jeff, the site, and of course Geomechs, who has forgotten more than I know. Make no mistake, if you look up the word “beast”, a picture of this truck will appear. Being red inside, I’d almost think it may have been a repurposed fire truck. I’ve never had any experience with a RR diesel, I can only imagine aside from the prestigious name, it’s as oily and gutless as most of the time. But you weren’t hauling a load of taters up Monteagle Hill, and smaller motors in recovery or fire dept. trucks were adequate. The towing unit itself is horribly out of date, and could be used better in another application, flatbed, dump, etc. That seat,,,the Bostrom “Viking T-Bar”, makes my back hurt all the more. This was the standard, non-air, hydraulically dampened, isolator( usually with flat rollers) seat, I’d say 90% of heavy trucks used. Set of “clubs”, oddly positioned, will keep you busy, no doubt, ask me how I know. Nothing says “outta my way” like that front bumper too. Must weigh a ton. Cool find, and for you politically correct nuts, it’s okay to say “Cummings” instead of “Cummins”. Goes way back,,,
Oh, love the “chain drive” horn, “PULL THE BLOODY CHAIN, BOY!!
These rigs always draw the comments, this wasn’t up when I left with hogs for the abattoir,10 comments before I got back!
In the 70s I was working for a KW dealer, we had an R190 wrecker, gas 5spx2sp single axle, about half what this beast is. However we had 2 major towing and recovery shops to the south at the intersection of the NJTP, I-295 and the PA Pike so to me rigs like this were common place.
Some notes about this truck, it must have been changed to piggyback brake chambers,’64 should have still had a drum parking brake for which I don’t see a lever, and Rockwell rears, Eaton rears had a cable for the diff lock with a little short stick in front of the driver’s seat.
It’s my opinion that diesels can sit longer than gas engines and still run. It’s also my opinion this should be left as a wrecker, it’ll draw more interest and the weight of the bed/booms will soften the ride (HA!) to the shows.
WOW What a great truck!!!! This truck would make a large truck collector an excellent vehicle to bring home more projects, haul other trucks to shows, drive in parade or show as is with a paint job.. Possibly needing only cab corners and door bottom repairs?? Where to start?? I had never heard of the RR connection with IH. GEO, Thanks for all that information!!! Since it has a 220 I would have to assume it is factory?? Only a serial number search will answer that question. As far as the “run when parked” is concerned, these old Cummins are very good about starting after long periods of sitting. I have a feeling this truck may have been red from original then painted in Dudley’s colors, not many fire truck had this heavy a chassis. The wrecker unit looks like a Holmes 750 which is a great unit for the size of this truck. Half track’s comment about weight bans usually means bridge structure weight limits or in the north Spring frost heave limits. Yes Howard that seat also makes my back hurt, but it is a simple process to replace it with an air ride seat. Yes, that auxiliary trans shift lever is in a awkward position for shifting both at the same time, Depending on how the auxiliary ratios are set up. I drove a 1964 IH M200 plowing snow, 450 Black Diamond gas engine and a 5 X 3, only the under was so far under that you could NOT use it progressively, with the lever in the same position. It was bent down parallel with the floor and direct and over was an up and down shift.
Would like to know more about the 750 myself.,.worked one many years. Also I’m noticing an extra recovery winch mounted on the bed floor!
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In my line of work at a class eight truck assembly plant trucks are built to order. Commercial chassis’s go to companies that add bodies. Concrete, garbage disposal and hauling/wrecker bodies. This truck most likely was built into a wrecker. These trucks are in service longer than their over the road counterparts. A local company has a heavy that he keeps in his fleet that is over 30 years old. The issue with these old haulers is not that they can’t still do the job. Everything is manual. They are slow and not enough power. Still to rescue and restore would be great to add it to the fleet and use it for advertising.