2004 International 4300 with the DT466 engine service manual / wiring diagram - Answered by a verified Technician. I have a 2005 international 4300 truck with a dt466 engine. I am losing 2 gals of coolant every 225 miles. Also have a lot of blow by out the breather tube. Also have a code for a bad turbo acuator. Oct 6, 2018 - Fri, 05 Oct 2018 05:12:00. GMT bodybuilder.navistar.com. Navistar Truck Operator. Service Manuals PDF &.

1. International 4300 Owners Manual

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If you happen to be an enthusiastic International owner, have a deep passion for International vehicles, or just want to learn more about the marque, continue reading below for a detailed look at the brand's history and some of its past and present models. Overview International is a brand of medium-duty, over-the-road, and severe-service commercial trucks currently manufactured by the International Truck and Engine Corporation subsidiary of the Navistar International Corporation holding company, formerly known as the International Harvester Company (IHC or IH) which was formed in 1902. Before being renamed to Navistar International Corporation in 1986 after the sale of its agricultural division upon which the company was founded, International Harvester’s motor truck division also produced a “light” line of vehicles including pickup trucks and vans until 1975, and sport utility vehicles until 1980. The International brand name has also been used to market many other products throughout the history of IHC and now Navistar, including tractors, buses and military vehicles. Origin The history of International branded vehicles dates back to 1902 with the formation of the International Harvester Company.

IHC itself has roots that stretch all the way back to 1830 when Cyrus Hall McCormick finalized his design of the first truly practical horse-drawn reaper, built along with Jo Anderson, a slave on the McCormick farm, and received a patent for in 1834. McCormick, along with his brother Leander, started the McCormick Harvesting Machine Company in 1847, and it was then passed to McCormick’s son, Cyrus McCormick, Jr., in 1885 upon the elder’s death. Throughout its history, the McCormick Harvesting Machine Company continued to produce farming implements as well as gasoline combustion engines for stationary use on farms, until 1902. It was then that IHC was created as the result of a merger, orchestrated by J.P.

Morgan, of the McCormick Harvesting Machine Company, Deering Harvester Company (founded in 1894), and three other much smaller agricultural equipment firms. While the company started out originally producing tractors and other farming equipment such as balers for the agricultural machinery industry, International Harvester evolved over the next three-quarters of a century to become a diversified manufacturer of other products such as construction equipment, light vehicles and commercial trucks, military vehicles, gas turbines, commercial and household products such as lawn and garden equipment and home appliances, motorhomes, buses, and engines. While International Harvester’s agricultural division grew to become its best-known subsidiary, it would be second in terms of importance to the business to its truck division. IHC entered the motor truck manufacturing business in 1907, beginning with the production of light-duty trucks, and evolving into a producer of transport trucks beginning in 1915. The first light vehicle to be released by IHC was their “IHC Auto Wagon,” also commonly known as the “IHC Auto Buggy.” The company was already well known for making the lives of farmers easier with its agricultural machinery, and now it was giving them a vehicle that could navigate the tough roads between their farm and their nearest market while transporting produce more easily.

The vehicle received a new designation of “motor truck” in 1910, helping to pave the way for what would become the modern pickup truck. In 1914, the “IHC” designation was eliminated and the “International” brand name was applied for the first time. In 1915, the first commercial International branded transport truck was released. Its first heavy-duty truck, with a capacity of five tons, was released a few years later. Numerous other transport truck models of varying specifications would be produced during the 1920’s. The Golden Years International Harvester quickly developed into a leader of providing trucks that were “built to the job,” and the company soared over the next few decades.

In the 1930s, they released their C and D lines of pickup trucks as well as other models of transport trucks and, in 1939, production of truck engines began. In 1938, the first International trucks with a Metro bodies was produced, a multi-stop retail delivery truck known as the IHC Metro Van. At the time, this step van was a brand new concept in motor truck design and the Metro series was produced and updated as IH's truck lines were in the years to come.

Several variations of the vehicle were also produced over the course of the next few decades, including the compact Metro-Lite in 1958. Prior to the onset of World War II, the company introduced its K-Series line of light-duty trucks.

However, beginning in December of 1941, at the request of the U.S. Government, International Harvester began designing and manufacturing vehicles and other components for the military. From that point forward, the company concentrated solely on production for the U.S.

Military until 1943, when civilian truck production resumed on a limited basis. In 1944, International Harvester Company formed its motor truck division to handle the growing volume of International truck engineering, production, sales and other related activities. The first line of light-duty pickup trucks to be released by IH following the war was its KB-Series, in 1947. This series was followed by the introduction of numerous other truck lines that featured different combinations of light, medium and heavy-duty truck models during the 1950’s.

These included the L-Series, R-Series, S-Series, A-Series and B-Series. Another light-duty vehicle, the Travelall, was also introduced during this period, initially with the introduction of the R-Series in 1953.

This full-size, truck-based people carrier was similar in concept to the Chevy Suburban and was a precursor to the modern SUV. The company was flying high and in 1960, a new record was set for International Harvester’s motor truck division as sales of International trucks, parts and service reached $766 million, which was 45.5% of IH’s total sales for that year across all of its divisions. The early 1960s were ushered in by the introduction of the all-purpose Scout and the C-Series truck line from IHC. The Scout 80, the first in the line of Scout vehicles to be released over the next two decades, was a small two-door sport utility vehicle which was very similar to a Jeep. The Scout 80 filled a void in the utility vehicle market at the time for a vehicle possessing the characteristics of both a passenger car and a truck. Also, in 1962, International Harvester introduced the Loadstar which became the premier medium-duty truck in the industry until it was discontinued in 1979.

Additional new models and updates of existing light-duty truck, sport utility vehicle and transport truck models were released throughout the 1960s and 1970s as well, including the new severe-service Paystar truck. Downfall and End of an Era IH continued to turn in good sales numbers throughout the 1960s and 1970s, but profit margins were slim and the addition of unrelated business lines over the course of its life made it difficult for the company to focus on a primary area of business. With agricultural equipment, construction equipment, truck production, etc., all under the International Harvester Company umbrella, the organization had grown unsteady.

Numerous other problems plagued the company including the lack of technical innovation, out-dated products, increased production costs due to labor and governmental regulations, and increasing competition in many of its main corporate business sectors. In 1975, the company discontinued production of all pickup trucks (including the Travelall) as well as vans, signaling the end of 68 years of light-duty truck production. The Scout sport utility vehicle continued to be produced during this time, however, as the Scout Terra and Scout Traveler were both released in 1976 to go along with the Scout II which had been released in 1971. However, International Harvester decided to discontinue production of its remaining light vehicles in 1980 in order to concentrate on its commercial truck and growing bus business. This marked the end of IH’s manufacturing of light vehicles altogether. The company tried to improve profit margins by dumping unprofitable product lines and cutting costs by curtailing factory production, but this resulted in only a short-term profit gain and a continuing lack of cash reserves. Members of the United Auto Workers (UAW) union became infuriated over the production cutbacks and the cost-cutting measures, which eventually reached the point where IH sought overtime, work rule, and other changes from the UAW.

This led to a strike which was launched in 1979 by the UAW against the company and lasted for six months, eventually costing the company close to $600 million by the time it ended. In addition to that, the U.S. As well as the global economy was severely affected by a recession that hit in the early 1980s. Internal corporate problems only added to the financial crisis that the company was in and by 1981 IH’s finances were at their lowest point in the history of the company. Things only got worse for the company, forcing it to make decisions that would change the nature of the company forever. In an effort to survive, International Harvester began exiting many of its historical business sectors during this period, including those that were profitable and those that were not at the immediate time, in order to try and raise much needed cash and reduce its losses.

The company shed its construction equipment division, its solar division, and its lawn and garden equipment division. The process culminated with the sale of IH’s most well-known business, its agricultural products division. IH agreed to sell off its agricultural products division to Tenneco, Inc.

In late 1984. Tenneco owned a tractor-manufacture subsidiary at the time called J.I. Case which it had purchased in 1967 (formally known as Case Corporation from that point until 1999), but it lacked many of the additional farming-related products that International Harvester manufactured.

Thus, it saw the purchase of IH as a way to offer a full line of agricultural equipment. After the sale, Tenneco then merged the agricultural division it had purchased from International Harvester with their J.I. Case subsidiary. Following the merger, production at IH’s facilities ceased in 1985 and production of new equipment was moved to the Case Corporation’s facilities. All agricultural products released after the merger were first labeled Case International, but then changed to Case IH afterwards. Tenneco would eventually get out of the agricultural business, selling off a stake of the Case Corporation, which consisted of the Case and International Harvester brands, in 1994 and spinning the company off completely by 1996. In 1999, the company was acquired by Fiat S.p.A.

Which then merged it with another agricultural machinery company it had acquired in 1991 called New Holland. This resulted in the formation of a new division within Fiat called CNH Global. In 2011, Fiat S.p.A. Demerged most of its businesses not directly related to automobiles into a new company called Fiat Industrial S.p.A., which now owns CNH Global. The International Harvester name and logo still live on in the Case IH brand name, which currently makes up half of CNH Global’s agricultural brand family along with New Holland. Transition from Agricultural Roots to Today After 155 years in the agricultural machinery business, all that remained after the sale of that division in the mid 1980s of what had been International Harvester Company was its truck and engine divisions.

Since the International Harvester name and IH logo were assets of the agricultural division, they too had been sold off as part of the sale to Tenneco. In 1986, what was left of the company was renamed to Navistar International Corporation and the company refocused solely on commercial trucks and engines.

After the transition was complete, the truck product line dropped the 'Harvester' portion of the brand name, adopting simply “International” from that point forward. The International brand name had also been used to market other IHC products across its many corporate businesses, including tractors, over the course of its history prior to 1986, but from this point forward, the “International” brand name applied only to products manufactured by Navistar, consisting primarily of trucks, but also used in its future bus, engine and military vehicle endeavors as well. In addition, the Scout and light truck part of its truck business, which had been dormant for years, was sold to Scout / Light Line Distributors, Inc.

In the 1990s and 2000s, Navistar once again began to diversify itself by leveraging its commercial truck and engine expertise into other business arenas. The company had a long history in the school bus industry as a chassis provider so, in the 1990s, it acquired AmTran, an Arkansas-based manufacturer of school bus bodies, in order to manufacture both. AmTran was rebranded in 2002 by Navistar as IC (Integrated Coach) Bus after a few months as International Truck and Bus and now produces school / activity buses as well as commercial buses. In 2000, to reflect the re-diversification of the company, Navistar International Corporation changed the name of its operating company to International Truck and Engine Corporation. From that point on, Navistar International Corporation function was as a holding company, of which International Truck and Engine Corporation became a subsidiary of. The subsidiary is the current manufacturer of all International branded trucks and MaxxForce branded diesel engines, first released in 2006, which now power all International branded trucks.

Navistar also returned to the production of military vehicles through its subsidiary Navistar Defense and in 2009, the company got into the RV manufacturing business as well. Today, the International brand name continues on in Navistar International's International Truck and Engine Corporation subsidiary and in the medium and heavy-duty trucks and engines it manufactures. In addition, Navistar also offers a full portfolio of transit bus chassis and advanced military vehicles under the International brand name. International Truck, as it is now officially known, continues to be Navistar’s flagship vehicle brand and additional models, including the LoneStar and PayStar, have been released in the past few years.

1989 International S-1700 single-axle dump truck Overview Manufacturer (1978-1986) (1986-2001) Also called Navistar International 4000 series Navistar International 8000 series Production 1977-2001 Body and chassis medium-duty truck Truck. Tractor. Straight truck Bus. Cowled chassis. Stripped chassis 4x2 6x4 Related Powertrain Gasoline 197–236 hp (147–176 kW) Diesel 150–500 hp (110–370 kW) Manual Automatic Chronology Predecessor (to 1978) (1962-1979) Successor International The International S series is a range of trucks that was manufactured by (later ) from 1977 to 2001. Introduced to consolidate the medium-duty and heavy-duty into a single product range, the S series was slotted below the Transtar and Paystar Class 8 conventionals.

The IHC S series was produced in a number of variants for a wide variety of applications, including straight trucks, semitractors, vocational trucks, and severe-service trucks. Additionally, the S series was produced in other body configurations, including a four-door crew cab, cowled chassis, and a stripped chassis (primarily for school buses). The chassis was produced with both gasoline and diesel powertrains (the latter exclusively after 1986), single or tandem rear axles, and two, four, or, six-wheel drive layouts. The last complete product line designed within the existence of International Harvester, the S series was produced in its original form through 1989. To reflect the change to Navistar, a major facelift updated the exterior and interior of many models, which were produced through 2001.

As a replacement for the S series, Navistar introduced the 4000 series and 7000 series (known as the and since 2008). 1956 International Harvester S100 As a nameplate, International Harvester first introduced the S series for 1956. Available as the IHC light-duty and medium-duty range, the predecessor remained in production. In addition, the S series formed the basis for its own generation of the wagon, marking the introduction of a four-wheel drive option for the model. The heaviest version (the S1840) was produced with a GVWR of 24,000 lb (10,886 kg), powered by a 308 ci 'Black Diamond' gasoline engine. Production of the light duty S series ended in 1957, when it was replaced by the.

The S-184 heavy version was produced by the Brazilian subsidiary of International Harvester, until its 1966 purchase by Chrysler. First generation (S series; 1978–1989). Navistar 2500 in use as a municipal service truck. In April 1977, International Harvester unveiled the medium-duty S series at an event at the New Orleans Superdome. Initial sales were of heavier-duty 2200, 2500, and 2600 models (28,000-45,000 lb GVW ), replacing the Fleetstar.

In the summer of 1978, lighter-GVWR models (replacing the Loadstar) were released for sale. Following the discontinuation of the in 1975, the S series was designed with a model-specific cab, replacing the pickup-truck cab used for the Loadstar (designed for the 1957 A series).

More vertically-oriented than its predecessor, the design was much wider as well. To lower maintenance costs, all windows in the cab were designed with flat glass, including the windshield. Similar in style to the tilting hood introduced for the Loadstar in 1972, all S-series trucks were given a tilting fiberglass hood. The S series would be produced throughout the 1980s largely unmodified. 1987 would mark several changes to the S-series trucks. To reflect the corporate change of the company from International Harvester to Navistar International, S-series trucks saw changes in their badging (alongside all International vehicles). On the grille, the word 'International' across the top of the grille was replaced by a red Navistar 'diamond' logo alongside 'International' in red at the bottom left of the grille.

Inside, the IHC 'tractor' logo on the steering wheel was replaced by a Navistar diamond logo. In a major shift, for 1987, International became the first truck manufacturer to produce a medium-duty product line powered exclusively by diesel engines. Models Originally intended to use the International Tristar nameplate, the S series consolidated the aging Loadstar and Fleetstar trucks under a single product line. Tandem-axle (6x4) versions of the S series were named F-series trucks. Class 6 trucks The S1600, S1700, S1800, and S1900 were introduced in 1979. Replacing the International Harvester Loadstar model line, the model was produced in a number of configurations, with single and tandem rear axles, 4x4/6x6 drive options, and gasoline and diesel engines.

The S-1800 and S-1900-were produced as both semitractors and straight trucks, while the S-1700 and S-1800 were used in the production of International Harvester bus chassis (primarily for school bus use). Class 7-8 trucks Introduced in 1978 as the replacement for the Fleetstar, the S2100 and S2200 were joined by the severe-service S2500 and S2600, slotted below the International Paystar 5000. Configured primarily as tractors, the S2100 was fitted with a sloped hood. To accommodate larger-bore diesel engines under a standard-length hood, the S2200 was fitted with a widened cab (distinguished by a two-piece windshield). In 1982, the S2300 was introduced; the model line was essentially an S2100 with International diesel engines replaced with Cummins-sourced powertrains. 1978–1983 models Model Max.

Front GAWR Max. International 8100 4x2 tractor towing solar panels As part of the redesign, Navistar split its medium-duty S-series range into three separate model lines. The 4000 series served as the replacement for the S1600 through 1900 Class 5-7 trucks (with bus chassis rechristened the 3000 series), while the 8000 series replaced the S2100 and S2300 (the wide-body S2200 was discontinued). Again slotted below the Paystar, the 2500 and 2600 severe-service trucks dropped their S-series prefix. Class 5-7 trucks Replacing the S1600 through S1900, the 4000 series was again produced in a number of configurations, with single and tandem rear axles, 4x4/6x6 drive options.

Produced exclusively with diesel engines, the 4000 series was produced with the IDI V8 and DT360/DT466 engines. The 4000 series was produced through 2001, when it was replaced by an all-new 4000 series (now the International DuraStar). Class 7-8 trucks Replacing the S2100,and S2300, the 7100 and 8100 were introduced in 1989; the wide-body S2200 was not replaced. Configured nearly exclusively as tractors, the 8000 series was powered by the Cummins L10 diesel; the 7100 was a variant powered by the DT466. The 8000 series was produced through 2001, when it was replaced by an all-new 8000 series (now the International Transtar). Severe-service trucks Again slotted below the Paystar, the 2500 and 2600 severe-service trucks dropped their S-series prefix. During the 1990s, the set-back axle 2674 was restyled with the aerodynamic hood of the 8300.

International 4300 Owners Manual

The 2500/2600 remained in production through 2003, outlasted only by the 3800 school-bus chassis. Model Replaced Notes 4500 S1600 Low-profile chassis 4600 4700 Low-profile chassis 4900 S1800 Available with tandem rear axles. 8100 S1900 8200 Long hood semi-tractor 8300 Long hood semi-tractor 2500 Long hood 2600 Long hood, set-back front axle Available in 4x2, 4x4, 6x4, and 6x6 drive 3600 Australasia-specific model, similar to 2500 model-specific hood Bus use. Navistar International bus in Mexico.

Throughout its production, the S series would be used as a cowled chassis for bus manufacturers. While used primarily for yellow school buses in the United States and Canada, the S series also was used outside of North America as a basis to produce other types of bus bodies. Introduced in 1979, the bus variant of the S series would be one of the final models designed by International Harvester before its transition to Navistar. In 1989, the S-series bus chassis was rechristened the 3000 series with the fitment of the new-generation Navistar cowl. Produced until 2004, the bus chassis would outlive its truck counterpart by three years; its 25-year production run is the longest of any product ever sold by International Harvester or Navistar. Crismon, Frederick W. (2002), International Trucks (2 ed.), Minneapolis, MN: Victory WW2 Publishing, p. 272,.

International Harvester. Shapiro, Helen (Winter 1991). 'Determinants of Firm Entry into the Brazilian Automobile Manufacturing Industry, 1956-1968'. The Business History Review. 65 (4): 879. Retrieved 2017-05-07.

Wisconsin Historical Society. Retrieved 2014-10-28. American Truck & Bus Spotter's Guide: 1920-1985, by Tad Burness. International Trucks, by Frederick W. Crismon External links.