Anyone run or owned an international 9300 in the past?

Im trying to get into hauling logs and I found a truck I really like its an earlier International 9300 day cab with a Cummins engine. I believe its an 855 but Im not sure. Any words of wisdom and what to look for would greatly be appreciated. Its been setting a few years on gravel but seems like a good starter trucks.

For log work I would not want a truck with a lot of fearings and such if loading in the woods they will just get torn off. If loading at a landing or on the side of the road you could get by. I would look for something like a 357 Pete they were the construction model which could have a heavier built cab. There are some models of Kenworth's worth the look too, not sure of those models. Simple high clearance trucks will work better for log work. Heavy rears are better also. Hendrickson suspension would be the better option for suspension. Will ride rough though.

As long as it is in decent shape and runs and drives okay. What does it have for a transmission? I would say a 13 spd would be good, you have a pretty good low and an overdrive in most of them.
DWF

What year? The 89 9300 i was involved with had a cab that fell apart regularly. Windows, window cranks, door latches were nothing to write home about and the upholstery generally fell apart. The cranked up big cam 400 did OK if I could keep it cool. It was a tough engine. It had a 13 speed but I dont remember the brand of transmission. As a whole the basic vehicle was still in pretty good shape for a million and a quarter miles. The newer models had better cab components but I dont know when that change was. One bit of caution, if someone has been splicing lights and gadgets into the wiring, anywhere on the truck run away from it.

18 speed transmission is what I want in an off-road on road truck . International trucks arent bad trucks the cabs are kinda cheesy but they arent bad farm trucks .

It would be a good enough cheap truck to get started. If it works out, upgrade in a year or 2. If not, sell it. The good news is that it is mechanical and does not have all of the electronics. Bill

I had a 5900i tri-axle dump for two years and it was two years old when I bought it. I liked the cab a lot, no issues at all, and it is about two feet wider than the cramped Petercar cab so you have room for your lunch box. It had the C-15 Cat which got 6.5 MPG and would pull strong right down to 700 RPMs without a drop in oil pressure. I think that the most important thing for logging is to have full locking rears. You could easily get 20 miles off the nearest public road and getting a tow if the skidder is miles away can take your lunch money for two weeks. I think that an air bag suspension is desirable, but Hendricks like mine had was pretty good since you don't have the walking beam bushings to maintain.

You do not mention year but say earlier, over the years I have probably owned 20 or more. Ran all IH at the dealership and here on the farm. You have those guys saying Peterbuilt and ever thing but I never had a lot of cab problems and the drive lines of all trucks except Mack back in that era were pretty much vendor components for engine ,transmission , ect. Trucking has really changed in my 78 years. At 21 years of age my father put me in a R190 GAS with a international td 25 dozer on the trailer, sent me from Tennessee to Amarillo Texas . Took over a week probably 10 tires and know telling how many gallons of gas. Some days probably did not make of 200 miles. Now days we load a 70 ton machine and run down the interstate 70 miles per hour.

I don't know the series, but I had a cab over, 1979 International tractor, dual driven tandems, Big Cam 400 hp (must have been an 855 cu in with a turbo) Cummins), 15 speed tranny (Rochester or something like it comes to mind....excellent tranny) with a 36' end dump rock bucket behind it.

Power band was 300 RPM and 15 speed kept you in the torque range constantly....clutch only when stopped, once going, touching the shifter with a tad of pressure lining the shifter up on the next shifting spot, and getting the engine RPMs at the right spot, (usually just let off the pedal and as the RPMs fell and the gear train lined up), the lever would just slide into the next gear and you were good for another 300 RPMs.

It did have enough power to twist the drive shaft off once. Pulling up out of a sand pit with a full load in the winter with the sand/clay mushy does put a strain on the drive train. Excellent engine.

Forgot a thing or two. Oil change was once a month and 15 gallons of T5 Rotella 15w-40 did the job with the full flow (21 micron) filter. It also had a 10% bypass oil line that went through a 5 micron filter to pick up the fine particles. Water had a screw on cartridge for coolant ionization control....prevents liner pitting.

Myself i have been around the I H semi's since 73 when i drove the first 4200 a friend had bought new then i bought a new 4300 and ran that for 8 years. Then here back in 2001 i went back to driving and was driving a 9400 hauling the big ugly oversized stuff with loads up to over the 200000 lb mark . it was a nice truck and i got to like it real well. and did drive a couple 9300, here again IMHO one of the best trucks on the road for comfort . Nice flat floor with lots of leg room wide cab for more room and comfort . Good visibility , nicely laid out dash easy in and out . BUT how is this one your looking at set up . IF it is not speced out correctly for your intended use it could be the biggest nightmare of your life . For what your thinking of doing a semi tractor must be set up for the task at hand . Like at min. a 14500 ft axle bare bones min of 44000 rears with 46000 rears prefered full lockers and 1810 drive line bare bone min on transmission would be a 13 speed but and 18 speed would be better. . Rear end gear ratio in the 4's and engine Hp in the 500 range and a double frame , wheel base of no less the 210 inches . For best all around off road supen. ya can not beat the old hendrickson extended leaf , yep they are a rough riden S>O>B> but they work vary well off road . Being that it probably has and N 14 Cummins ya want the RED top or the one with the red valve covers , they can be set factory at 525 and if you don't live in a Nanny state ya can teak them on up . The 9400 i drove had the 3406 E in it and was factory set at 550 then the BOX was added and put it to 740 . It ran nice at that setting and with the 3.9o rears she handled the humps and bumps well with a 100000 setting on the deck . Tire size is another thing that is important ya want the 24.5 rubber. What you do not want for what your thinking of doing is getting a ROAD TRACTOR to do off road work . when i bought my 4300 i set it up to haul COAL in my area but with a LITTLE road running sorta a blend of on off road . Our area was heavy into strip mining and our area has HILLS with only 1 four lane hyway , lots of old state routes county roads and GOAT paths with steep hills and we hauled extremely heavy , so i ordered 4.33 gears on the old 22 inch rubber and now they call that 24.5 . at the time the 350 Cummins was the king and a far cry from the old 318 Detroit . We thought we knew it all . Well the 350 did not use a gallon of oil a day the 350 did not get 3.5 MPG like the Detroit as it was doing 5.5-6 MPG and pulled a lot better . BUT then the battle of Hp started between my buddy and i when we had done all we could to inhance the performance of the NTC 350 he and i had two trucks that would flat out and run . Well like everything times change and the days of coal hualing were coming to and end and i found myself running out on the roads going places i had never been before and i soon learned that my 4.33 gears sucked , yes i could pull 88 MPH out of her flat on the floor but that was not good on the engine setting at 2450 she was happier at 2150 cruse . a 3.90 or even 4.10 would have been better and got me up in the 6 to 6.5 MPG. rather then the 5.6-7 avg. BUT she was still a hill climber and even with 95-98K in the wagon out on the open road she would stroll up any hill on the interstate at 72-75 with ease . with only having to do a split on the gear as once in the big hole you just sat back and enjoyed the ride and would just set there between 1950 and 2150 and most of the time all you had to do was press on the go pedal a little harder.

I can relate to the EARLY DAYS . It was 1963 when i took command of a B 61 Mack pulling a fifty ton lowboy , when i first started driving it she was still a gasser and we were just starting to set up the marshaling yard for the start on a section of interstate the company won the bid on From the main shop complex to where we were hauling to was like 290 some miles , Only roads to get us there was OLD U S 62 that ran past the back of the shop , that little jont took anywhere between 11 to 13 hours one way and 8-9 back home empty . And the old DOG would give you around 3-3.5 MPG . The company was replacing all the OLD equipment with all new bigger faster stuff gone were the days of Hand clutch giving way to Power shifts And the days of the gas engine in the Mack came to and end when they stuffed in a 7-11 with a turbo . Back then we did not use escorts just flag and go head lights on and one little blinky light up on the roof . At best out on the few flats you might get up to a mind blistering speed of 50 MPH loaded but on the hills you would be down to 8-10 MPH and god help ya if ya missed a gear. And if ya did ya had best be real good at skip shifting . Now lets fast forward here to something more modern .With about the same weight of a 100000 setting on the deck and crusen up I 77 up Fancy gap foot flat on the floor left lane setting at 76 MPH passen freight boxes like they are parked with 740 Ponys under the hood and you just might have to flip the little red button on the shifter and drop down to 72 over the top . These young pup's don't know what it was like back in the day of darn near freezen to death on a cold winter day having to use and ice scraper on the inside of the windshield to keep the frost off with a buggy blanket wrapped around your legs or on a hot summer day while pulling a hill open the drivers door and standing out on the fuel tank because of the heat inside the cab . Yea i remember them days .

My last truck was a 1995 9300. Setback axle air. Ride. Had a computer but not as controlled as now. 370 hp cummins M11. Sold it just before 1 million miles. He is still hauling grain with it.

I drove an international harvester dont know the model loved if way more room than a kw or Pete

Another drawback to a Petercar is that you have to sit on the floor in order to not let your shoulders show. Very hard on the spine.

Mine was over a million with one engine OH, nothing else...but the output shaft repair after I bought it and started hard usage.

Bought it from the shop that was in that kind of business and had overhauled it. Story behind the truck: It sat for a long time before the owner sold it with some diesel in the pair of 100 gallon tanks....looked awful down in there. The business owner/seller gave me a CASE of fuel filters and said to drive it till it starts slowing down.....pull over, change the filter (Cummins is self priming) and run it till it does it again and repeat. Went through half a case at least before it finally got all the crud out of the tanks. After that, tanks were spotless and that was that.

You talking about Peterbuilt? They have a factory in Denton, Tx. and you see them being delivered several at a time stacked one
on the other with the rears on the ground, driveshafts disconnected. The ones I have seen are right up there with Kenworth...top
of the line....actually at the time I lusted in my heart (Jimmy Carter) for one but way over my budget.

(quoted from post at 09:14:39 12/29/21) I don't know the series, but I had a cab over, 1979 International tractor, dual driven tandems, Big Cam 400 hp (must have been an 855 cu in with a turbo) Cummins), 15 speed tranny (Rochester or something like it comes to mind....excellent tranny) with a 36' end dump rock bucket behind it.

Power band was 300 RPM and 15 speed kept you in the torque range constantly....clutch only when stopped, once going, touching the shifter with a tad of pressure lining the shifter up on the next shifting spot, and getting the engine RPMs at the right spot, (usually just let off the pedal and as the RPMs fell and the gear train lined up), the lever would just slide into the next gear and you were good for another 300 RPMs.

It did have enough power to twist the drive shaft off once. Pulling up out of a sand pit with a full load in the winter with the sand/clay mushy does put a strain on the drive train. Excellent engine.

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979 International cabover would have been a 4070B. the 15 sped trans would have been a Road Ranger most likely.I drove one in the late '70s with a 400 Cummins and a 13 speed pulling a bull wagon. Back in the day it seems like every other truck you saw on the road was an International.

(quoted from post at 17:02:57 12/29/21) You talking about Peterbuilt? They have a factory in Denton, Tx. and you see them being delivered several at a time stacked one
on the other with the rears on the ground, driveshafts disconnected. The ones I have seen are right up there with Kenworth...top
of the line....actually at the time I lusted in my heart (Jimmy Carter) for one but way over my budget.

Click to expand...

Mark, yes I am. The 2018 that I drive now is getting discouraging with little cab stuff. It is going to the dealer Monday for seatbelt warning for the fourth time, and windshield washer and some other stuff. The Exhaust filter had a major problem a year and a half ago and needed all new sensors.