International 9800 - technical characteristics of the tractor

Among the variety of tractors, the International 9800 stands out for its reliability, performance, comfort and innovative design. A sleek, cabover truck with an attractive design and a comfortable cabin is designed specifically for the European market.

A special feature of the International 9800 model was that its production was opened near St. Petersburg, so that the Russian buyer had the opportunity to purchase a new truck with excellent performance characteristics. The car is in demand and occupies a significant share in the field of federal transportation.

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Not long ago, sales of the American International 9800 tractor started on the Russian market. The decision to buy a vehicle was made by many drivers who transport goods over long distances. This is an ideal opportunity to get a used truck from the USA, but a completely new one, since a production center producing trucks of this brand was opened near St. Petersburg.

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Classic American tractor Inter 9800: reviews December 5, 2022, 10:01

The International 9800 tractor unit can be called a true legend. Yes, this truck is not a new product, since this equipment has not been produced in the USA for more than 10 years, but in terms of its driving characteristics and maintenance costs, it is one of the best options on the tractor market. Moreover, it is still possible to purchase not a used model, but a new tractor, which is produced under license at a factory in Brazil.

If you look at the reviews of the Inter 9800 on the most popular Russian forum of American tractors and truckers https://forum.truck.ru/, you can conclude that this truck can be a good option for a Russian truck driver. Yes, there are no newfangled electronics, hybrid technologies and other hit-tech things here, but for a Russian truck driver this is not necessary. Inter 9800 is a classic American tractor that is easy to use, repairable and has a large margin of strength and reliability. Particularly worth noting is the spacious place to rest - the width of the berth reaches 900 mm, which is quite enough for the average person. In turn, the ceiling height is 1300 mm. Not too much, but not too little either. In general, the Inter 9800 was specially created for long trips, so maximum attention was paid to the reliability of components and driver comfort.

It is also worth noting that you can find a lot of information about Inter 9800 in Russian. For example, on the same forum https://forum.truck.ru/ there are many manuals and recommendations for repairing various components and assemblies of this tractor, as well as descriptions of typical problems that a truck driver has to face when operating this equipment.

There are craftsmen on the forum who even managed to replace the native Inter 9800 engine with the domestic YaMZ-238N (more details here https://forum.truck.ru/viewtopic.php?f=77&t=14019&sid=80af7e928eb7e5158016f801c79fa337). This once again proves that the Inter 9800 is very easy to repair and you don’t even have to look for original components, but simply insert other analogues.

Conclusion: When purchasing a 9800, the most important thing is to understand how classic American tractors suit you personally, because the NTER 9800 is exactly a classic. In general, it is better not to rush before such a serious purchase. Go to the forum https://forum.truck.ru/, ask the owners of various trucks, because happy owners of tractors gather here (Freightliner, International, Volvo (USA), Kenworth, Peterbilt, Mack, etc. Each vehicle has its own characteristics and disadvantages: Some have lower fuel consumption, others have cheaper components, others are more convenient to use, etc. It is better to immediately check all these small features with the direct owners of the tractors. Good luck on the roads!

International 9800 Specifications

The International 9800 is equipped with a Cummins ISM-370 Euro 3 class power unit. A modern six-cylinder turbo engine is equipped with a 13-speed Fuller RTLO gearbox. Cross Flow radiator with evaporation area ensures fast engine cooling.

Basic characteristics of the International 9800 truck:

• A 6x4 wheelbase is used;
• The total weight of the truck is 24 tons;
• Curb weight - 7 tons;
• The weight of the road train is 44 tons;
• Tractor weight - 5 tons;
• Dimensions - LxWxH=6580/2550/2980 mm;
• Wheelbase is 3.86 m
• Machine power - 385/1800 hp. With.;
• Torque - 1830/1200 Nm;
• Maximum load on the front and rear axles - 6.35/18.1 t;
• Engine capacity - 10.8 l;
• The maximum speed of the truck is 120 km/h;
• Fuel consumption - 20 l/100 km, loaded vehicle - 38 l/100 km.

The International 9800 cab is mounted on a pneumatic suspension. The cabin lift system is easy to operate and provides full access to the drive and machine components.

Fuel tanks in the form of 2 aluminum containers have a cylindrical shape. The capacity of each is 380 liters, and the total volume is enough to cover 2000 km.

The International 9800 package includes a climate system, auxiliary heater, power steering, and tachograph.

International 9800 driver's station

Drive part

The front suspension of the International 9800 truck is of the spring type, and the rear is pneumatic, with special spring arms in the shape of the letter Z, with air springs at the ends. The receivers are set low to the ground, and the average distance above the road is only 185 mm. The machine is equipped with an ABS braking system and drum mechanisms on all wheels.

All pneumatics have reliable protection against condensate accumulation and freezing. The installed dehumidifier is equipped with an electric heating function, and the wiring is made of plastic tubes. Thanks to this, the car will work in all weather conditions and will not be left without brakes.

International 9800 tractor

Related video: International 9800 review

Western style

The insides of the test tractor are not designed to surprise, but they will definitely appeal to connoisseurs of American “retro.” Everywhere you look is a classic North American truck interior from the 1990s and 2000s. And we shouldn’t forget about this, because ideas about ergonomics were completely different back then. If we compare the interior of the International 9800i with European cabover tractors, the only thing the “American” will lose is the level of detail and quality of finishing. Slightly harder plastic, a simple steering wheel, a small number of boxes and pockets for small items - the Brazilian-Russian truck tractor can be criticized for this. But there is plenty of room for rest (it is incorrect to compare the International 9800i with hooded half-stellars from the USA). The width of the sleeping shelf is almost 900 mm. The result may not be outstanding, but it is quite decent, corresponding to the idea of ​​a comfortable stay on the road. For comparison: a “sleeping bag” with a comparable width is available in only one European tractor – the Scania R-series, and even then only in a configuration with an extendable sleeping shelf. But many “Europeans” are equipped with cabins with two places to rest, while American trucks provide for the installation of only one “sleeper”. The ceiling height in the standard low cabin of the “American” is 1300 mm; you will not be able to stand up to your full height. But due to the low engine tunnel (130 mm), the cabin represents a single zone, and the driver can more or less comfortably move to the passenger seat or to the “sleeping bag” without leaving the “room.”

American trucks are characterized by a relatively small glass area and a high cab waistline. The windshield is divided into two halves by the central pillar. The side windows and vents are not huge in size, but visibility can be called sufficient for comfortable driving. This is partly due to the narrow A-pillars of the cab. But the absence of a hood and the high driving position play an important role here. The mirrors on the tractor are the most common: on the right there is one main one, on the left there is a main one and an additional panoramic one. There is nothing to brag about, but thanks to the same high seating position, the rear view is not satisfactory. If this set were also equipped with a front sliding mirror, like on the cabover “Europeans,” we could safely give it a “four” for visibility.

The instrument panel on American trucks differs from European ones in having a large number of sensors. And no electronic prompts. Control over the operation of components and assemblies is entirely the responsibility of the driver. Even the mechanical air filter contamination sensor is located not behind the cockpit, but in front of the pilot. The front panel has a huge number of control keys, from cruise control buttons to the rear air suspension control toggle switch, parking brake lever, parachute, heating system sliders, etc. It only remains to add that in the Russian configuration of the truck, two are drawn on the speedometer scales are in miles and kilometers.

To improve comfort in the cabin, developed several decades ago, the tractor is equipped with two modern Brazilian-made seats for the driver and passenger. Both seats have air suspension and a wide range of adjustments. The shape of the chair with a high back, folding armrests and lateral support that does not restrict movement also adds comfort. And the cabin itself has a two-point air suspension.

Truck cab

This part of the truck is made of durable aluminum panels and those made of plastic. Experience has shown that this is justified. The cabin itself is located quite high above the ground; the driver enters it by climbing wide steps and comfortable handrails.

An advantageous feature of the Inter brand 9800 model is that the driver can reach all instruments without leaving the backrest.

The instrument panel has an angular shape. It has an attractive appearance, finished in wood and divided into two halves. All measuring and control instruments necessary for driving a car are located next to the driver. A little further away there are special levers and various toggle switches. With their help, the main systems of the vehicle are controlled.

Drivers of tractor-trailers note the presence of truly luxurious sleeping accommodations. In fact, these are large, specially designed boxes that resemble a room in an apartment. In Russian-assembled cars, the resting place is slightly smaller. The sleeping shelf is located immediately behind the seats, which means that the cabin length and height of the Russian modifications are slightly different from the American ones.

The steering wheel has a relatively small diameter, the spokes are made of metal. Many drivers note that it looks more like the steering wheel of a sports car than a truck. The interior of the International 9800 is comfortable and comfortable. There are standard cup holders and small blocks for storing documents.

External characteristics

In terms of its external characteristics, the International 9800 truck is very attractive. Distinctive features include:

• Narrowed windshield;
• Small windows located on the sides;
• The radiator is lined with chrome, there is an emblem of the brand itself;
• At the bottom there is a bumper that is quite wide in size;
• Its main extension is the fuel tanks, which are installed behind the front wheel arches.

This truck model does not have a sun visor. But there is a high-quality aerodynamic fairing, which is located on the top of the cabin. Its dimensions are quite large.

Still relevant

In my opinion, American trucks are better suited for use in Russia than European ones.
Firstly, because almost all overseas tractors have a 6x4 wheel arrangement. The high coefficient of adhesion weight is more suitable for our roads than the European formulas 4x2 and 6x2. Secondly, the expanses of America are as vast as those of Russia. In both countries, unlike the Old World, you will not find a service station every 30–50 km. Therefore, American and Russian truck drivers have similar requirements for the simplicity and maintainability of vehicles. Technical characteristics of the International 9800i SBA 6x4 Pro Sleeper tractor (type L3377, model GW3)

But previously, Europe and the USA were in unequal conditions, since only “used” trucks came to us from overseas. Now this gap has been filled, the consumer can buy a new “American”. Another question is that what is being offered is far from being the flagship of the International model range. The long-developed cabin is inferior in ergonomics to the “Europeans” and can only be opposed by a large sleeping compartment. One of the downsides is the small one-year warranty on a new car. But from a technical point of view, the International 9800i has many advantages. The cabover layout not only reduces the tractor’s own weight, but also allows it to travel outside the Russian Federation, subject to certain conditions. The separator filter is equipped with heating, the pneumatic brakes are equipped with a dryer and heating, this is relevant for our conditions. Non-synchronized gearbox, center and wheel locks, a minimum amount of electronics, anti-corrosion aluminum cabin, etc. All these technical solutions indicate that the International 9800i is perfectly suited for working on the roads of Russia and neighboring countries.

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Truck tractor International 9800i SBA 6x4 Pro Sleeper (type L3377, model GW3)

Pavel Gamankov, photo by the author

Even if you want to, the International 9800i cabover truck cannot be called a new product. In its “native” North America, this model was discontinued at the end of the last century. Subsequently, the assembly of a slightly updated “saddle bar” was organized in South America, and then the new International 9800i 6x4 tractors began to be assembled in Russia. Components for assembling the 9800i were supplied from both the USA and Brazil. More than 180 cars were assembled. To date, the project has been frozen, and its fate is not entirely clear. But despite this, new Russian-assembled cabover truck tractors are still available for sale.

The classic American-built International 9800i cabover is a tractor with a 6x4 wheel arrangement, a low extended cab and an additional top spoiler. Unlike the test cabover, it also produced models with a high cab. It was a bold experiment with plastic fairing elements. Tractors with this configuration were not mass-produced in the USA at all. But in Russia they gained more popularity than the American “classics”. The riveted cabin is supplied to us from Brazil and is made from aluminum sheets and plastic panels. As is known, these materials are not subject to corrosion, so the Russian winter with a lot of salt on the roads is not a problem for the International 9800i cabins. Two fuel tanks with a total capacity of 756 liters are also made of aluminum. But the muffler barrel, located horizontally under the frame, is welded from aluminized steel. By the way, on the left behind the cabin there are vertical air intake pipes for the engine, and not an exhaust system, as many people mistakenly believe. The muffler is traditionally located at the bottom.

The front and rear wheels of the tractor are made of steel and painted. The lower steps for entering the cabin are cut into the plastic front bumper of a complex shape, so the step is at a height of only half a meter from the ground, and the entrance to the “high” cabin is quite comfortable. The fuel tanks are covered with plastic covers with steps for easy access to the platform behind the cab.

Chassis

The car has a leaf spring front suspension. Air cylinders are installed at the rear. The brakes are drum, and the car is additionally equipped with an ABS system. The drive is carried out on two rear axles. They can be blocked from the passenger compartment. This function is especially helpful in winter, when the car slips in snow drifts.

But you can’t drive with the blockage for a long time - the bridge will be damaged. The suspension itself is very reliable and easy to maintain. The compressor on the International 9800 consistently generates air, and the cylinders do not “poison” over time. And the front springs don’t sag. But if it breaks, it will be very difficult to find anything.

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Ride quality

If the “Americans” were so good, absolutely all Russian carriers would drive them (we don’t take European ones into account, since such cars are prohibited by law).

But on the streets we often see MANs, DAFs and other European equipment. What's the catch? The main disadvantage of American trucks is driving performance. Yes, they have a spacious cabin (practically a house on wheels). But on the move these cars are very tough. Americans steer harder and the gearbox shifts harder. And on bumps you can jump almost to the ceiling. In this regard, European trucks are an order of magnitude higher than American ones. And so much so that drivers are ready to put up with a small cabin.

Undeniable facts and figures

Models 9800 Pro Sleeper Set-Back Axle (SBA). The SBA (Set Back Axle) is installed 135.9 cm from the front bumper. This gives excellent maneuverability, the possibility of greater load on the front axle and increased payload capacity. 9800 Pro Sleeper Set-Forward Axle (SFA).

Cabs and configurations, SFA 160 cm 226 cm 279 cm 279 cm available Day Cab Flat Roof Flat Roof Hi-Rise SBA

Cummins M11 Plus engines. Standard on all International 9800 models, to provide a completely flat floor from the dash to the berth.

Available with engines ranging from 209 to 298 kW, torque from 1424 to 1966 N/m, drivers will appreciate the superior performance.

· Precisely 939 kg will allow you to carry more payload for higher profits. · Advanced control improves fuel efficiency, performance, and driving capabilities.

copy right Navistar Inc.

Specifications

The International 9800 is equipped with a modern Cummins ISM-370 power unit of Euro 3 protection category. This is a special 6-cylinder high-quality turbodiesel with a volume of 10.8 liters and a maximum power of 385 hp. The International 9800 engine is optimally combined with a modern 13-speed Fuller RTLO gearbox. Other important advantageous characteristics include:

The International 9800 is equipped with a pneumatic comfortable cabin, which pleases all owners. Z-shaped arms in the form of a spring are attached to the rear suspension. Car receivers are located close to the ground, for example, the distance from the stepladders of the main rear axle to the road is on average 185 mm. The fifth wheel of the International truck can be moved along the frame over one meter.

International 9200i tractor

The International 9200i truck tractor can be used for both regional and international transport. In the first case, the tractor is equipped with a cab without a sleeping compartment (Day Cab), in the second - a cab with a sleeping compartment (Sleeper Cab) with a length of 51 and 72 inches (130 and 183 cm). There are two cabin design options - Premium (utilitarian) and Eagle (luxurious).

This is what the International 9200i with Day Cab looks like...

... and so - with the Sleeper Cab in the Eagle configuration

According to those documentation, the International 9400i differs from the previous model by the possibility of installing a more powerful engine, a larger hood volume and an increased distance from the front bumper to the rear wall of the cabin (from 285 to 305 cm).

International 9400i tractors are often purchased by US transport companies

Specifications:

• Wheel formula: 4x2 and 6x4.
• Wheelbase: from 4064 to 5944 mm.
• Engines: Caterpillar or Cummins ISM/ISX with power from 280 to 525 hp.
• Transmission: 7- or 10-speed Meritor manual transmission, Fuller manual transmission with a number of speeds from 9 to 18, 10-speed Eaton Fuller robotic transmission.

INTER's European tour

By the way, the Americans intend to break into the Western European market with this car. Having gotten to know the “guest” from the other side of the Atlantic better, you begin to understand that he has every chance to squeeze out his competitors and take his place in the European sun. In general, keep your eyes open, Old World, the Yankees are already close.

The International 9800 6×4 model was launched into production in 1997, replacing the 9700 series tractors. Our hero was built on its basis. Today these machines are produced at a specially built plant in Brazil. Since November 2000, all production of the 9800 series cabover has been moved there after its production in the USA ceased. Three- and two-axle tractors are completely unified with each other, differing only in the size of the wheelbase and the maximum gross weight of road trains, which for the “three-axle” model is 63,600 kg, and for the two-axle model - 44,500 kg. Perhaps the only fundamental difference lies in the abbreviations SBA and SFA. On modifications of the three-axle model, in order to distribute loads, the front axle can be shifted both backward (Set-Back Axle, 1350 mm from the bumper) and forward (Set-Front Axle, 711 mm from the bumper). But on a two-axle Inter, in order to prevent the tractor from tipping over, the front axle does not move back.

We've sorted out the origin, now let's get to know each other better. The theater begins with a hanger, and the tractor begins with the “face,” that is, the cabin. They are offered in 4 types - from the short one (Day Cab, from the bumper to the rear wall - 160 cm) to the gigantic 279 cm Pro Sleeper Hi-Rise with a two-story living block, the internal height of which exceeds two meters! (Due to size limitations, Old World automakers can only dream of such “huts.”) The cabins themselves are riveted from lightweight aluminum panels, so corrosion resistance is excellent here.

Our Inter was equipped with a Flat Roof option with a length of “only” 89 inches (226 cm) and a sleeping bunk 81 cm wide. Of course, it cannot be compared with the double “Highrise” mansions. But with this cabin, the “American” exactly fits into Western European standards in terms of length - compared to a 13.6-meter semi-trailer, the road train takes up no more than 16.5 meters on the road. (The permitted length of a road train is up to 20 meters). Naturally, you can also install a “royal” cabin on the car, but under it you will have to stretch the wheelbase to the maximum 4343 mm, which is why the road train extends about half a meter beyond the overall dimensions. So in this case, the 89-inch cabin is the most optimal option for Europe. So to speak, the golden mean.

On the other hand, all European tractors would like such a “middle”! In the spacious interior there is typical America with its ineradicable craving for chic and comfort. The steering wheel and seats are covered in leather (basic equipment!), the instrument panel is trimmed with wood, the seats are mounted on air suspension and have all imaginable and inconceivable adjustments. What finally finished me off was that even the armrests can be adjusted in height. And these are not the only manifestations of the designers’ concern for the driver. There are quite a few such “tokens of attention” scattered around the cabin: drawers, shelves, pockets, cup holders. I counted 8 “navigator’s” flashlights and lighting shades alone. Well, it’s embarrassing to even mention such “little things” as heated mirrors, cruise control, air conditioning and an autonomous heater (Looking at all this, I remembered the cabin of my “one hundred and thirtieth” ZIL.) Note that we were dealing with a specific and not the most “sophisticated” execution option. For example, niches for a radio, TV and radio station were empty inside. This is understandable - the buyer is free to retrofit the interior on his own. But the customer, on the contrary, can immediately “pack” the cabin with everything he wants - from wardrobes to a microwave oven and satellite TV. There would be money. And the manufacturer, offering many options for interior decoration and equipment, will fulfill the most sophisticated fantasy of its client, who will receive a car that is ready to “move in.”

However, you cannot lure a client into your camp with just a rich package, especially since all American “cargo” companies offer no less freedom of choice. For this case, Navistar International has one trump card up its sleeve. The 9S00 models were the first cabover tractors in America, the cabs of which have a completely flat floor, which allows you to move freely around the cabin. (Well, you can actually have a dance in a two-story cabin!)

The absence of a tunnel between the seats is due to the design of Cummins Mil Plus engines, which were the base for the International 9800 until 2000. On these diesel engines, the air intake is placed on the roof, and the air filter is moved to the rear wall of the cabin. This made it possible to reduce the height of the power unit. True, the Inter we inherited still had a low, about 5 cm, engine cover. The fact is that Mil Plus series engines have a displacement of 11 liters. The same truck had a larger six-cylinder turbodiesel of the more powerful Cummins N14 Plus series, which became the base for the 9800 series rolling off the assembly line in Brazil. With the same layout of the air intake system, this engine has a volume of 14 liters. In this version, its rated power is 370 hp. in the range of 1800 - 2100 rpm. At the same time, the engine has a very moderate appetite: with a total weight of the road train of 40,000 kg, the car “eats” about 34 liters of fuel per 100 km. With this consumption, 870 liters of diesel fuel in two tanks will be enough for approximately 2000 - 2500 km. Of course, the fuel supply is controlled electronically, and the exhaust toxicity complies with Euro-3 standards. The electronics also monitor the condition of the engine and shut it down if there is a loss of oil or a drop in coolant level. Changing the engine oil is required every 40,000 km. If you fill in synthetic instead of mineral water, this interval is extended to 90,000 km. To ensure that the driver does not have even a hint of a problem with starting the engine in winter, fuel system heating is included as standard. To speed up starting, the engine even has a can of ether installed, which is injected directly into the intake manifold. And we are all with hot water and blowtorches...

Torque of 1,970 Nm at 1,200 rpm passes through a 10-speed Eaton-Fuller manual transmission and is transmitted to a Rockwell drive axle equipped with a differential lock. Both the gearbox and rear axle have internal oil pumps. The oil in these units is changed every 300,000 km. The front axle, which can withstand a maximum load of 7500 kg, is suspended on springs. The rear axle supports 13,000 kg and is equipped with the original International Air Ride air suspension. The brake system is dual-circuit pneumatic with drum mechanisms and self-adjusting clearances. If you help the main braking system with the help of a motor retarder, the tractor pads last for approximately 250,000 - 300,000 km. The air compressor fully inflates the entire brake system of the tractor and semi-trailer in approximately 2 minutes. If the brake pressure is below normal, the car immediately warns the driver with an audible signal. It might seem like a small thing, but such touches once again emphasize the image of a high-quality car that is driver-friendly.

To summarize all that has been said, I will repeat again that we got acquainted with a separate option.
So it’s not worth taking this Inter as some kind of standard. Even if you put the same International 9800 SFA 4×2 next to each other, two seemingly similar tractors can be completely different in content. After all, each truck is built to meet operating conditions specified by the customer. It is under these very conditions that components and assemblies are selected. And here the client has room to turn around. The range of engines alone is worth it. So, for the 9800 series, in addition to the two above-mentioned Cummins Ml 1 or N14 diesel engines, Detroit Diesel S60 engines with a volume of 12.7 liters are also offered. The power range of these three engines is from 280 to 525 hp! What, even this is not enough for you? Do you want something more powerful? Please: 15-liter Cummins Signature 600 horsepower or 650 horsepower will suit you? Further more. Manual transmissions can have from 9 to 15 gears. If you are too lazy to move the lever, you can order a 5-speed Allison automatic transmission. The number of combinations of axles, main pairs and suspensions generally amounts to dozens. The result is some kind of Lego construction set for adults. And the customer, playing with this construction set, creates for himself not what is POSSIBLE, but precisely what is NEEDED. And this is the essence of overseas tractors. Share

International DuraStar Trucks

First released in 2002, these vehicles are the successor to the 4000 series trucks produced in the 90s. Based on this platform, the International 4200 van, dump truck, and emergency service vehicles were produced; based on the International 4300, vans, tow trucks and flatbed trucks were produced. In addition to the International 4400 trucks, the DuraStar platform has become the basis for school and commercial buses. There are currently three International DuraStar variants built on the same chassis: 4100, 4300 and 4400.

Specifications

International 4100:

• Wheelbase ranges from 140 to 217 inches.
• Engine - 6.0-liter V8 MaxxForce 7 engine, or 6.4-liter V8 International VT 365 with power from 200 to 230 hp.
• Transmission: 6-speed Allison 1000 automatic transmission, or 6-speed Fuller manual transmission.
• Maximum load: on the front axle - 3310 kg, on the rear axle - 4760 kg.

Truck chassis International 4000 series

Dump truck International Durastar (4000 series)

International 4300:

• Wheelbase ranges from 128 to 254 inches.
• Engine - 7.6-liter inline 6-cylinder MaxxForce DT/International DT466 (210-255 hp).
• Transmission: 6- or 7-speed manual transmission, or Allison 2000/3000 automatic transmission.
• The front axle load is 3600-6360 kg, the rear axle is 5500-10400 kg.

American drivers call such trucks resoundingly - tanker

International 4400:

Powerful engines and durable chassis of the International 4400 are used for the manufacture of special equipment - ambulances

...and the fire service

• Wheelbase - 140 to 254 inches

• Engine - 9.3-liter inline 6-cylinder Maxxforce 9/International DT570 with 225-300 hp.
• Transmission - 6-, 7- or 10-speed manual transmission, or Allison 3000/3500 automatic.
• Maximum axle loads: front 3600-6360 kg, rear 6100-11800 kg.

Simplicity is the key to health

The credo of American trucks, and especially long-range tractors, is a simple but reliable technical “stuffing” with a minimum amount of electronics. The “American” collected in Pushkin was no exception. The tractor is equipped with a not very powerful, but well-proven 10.8-liter 6-cylinder in-line diesel engine Cummins ISME-385. A 385 hp engine that has long been present in the production line. finalized to the Euro 3 level, and, as the French say, voila. The fighter is still in service. Together with it, a manual 13-speed gearbox with double overdrive Fuller RTLO(F)-14913A is also “at war”. The Cummins power line has good maximum torque indicators - 1830 Nm at 1200 rpm. For smooth operation of the engine in any weather, a heated filter separator is installed behind the cabin.

Driving the International 9800i tractor, like any truck with American pedigree, takes some getting used to. At first, the controls may even seem overly clumsy and inconvenient. But this is a temporary phenomenon. Soon you begin to get used to the small, almost sporty steering wheel with a powerful hydraulic booster, the massive gear shift lever, the clutch pedal with pneumatic booster (a rarity for “Americans”) and, most importantly, to the behavior of the almost 11-liter “six”. The turbodiesel is not designed for sprinters; when accelerating, you may not even feel at what point the turbocharger turned on. But the motor has considerable torque. The engine is slow but can handle any steep incline with ease. The unsynchronized gearbox has an unusual gear shift algorithm (the “turtle” gear is switched on separately, with 4 gears in the lower range and 8 in the upper range). This rebus can puzzle an inexperienced driver. But these difficulties are temporary, and soon you no longer notice them, but a manual transmission without synchronizers is eternal. Or almost eternal. At least, such a design on tractors is not used by chance, and it is quite difficult to break an American transmission.

The Russian-assembled tractor is equipped with Meritor RT-40-145P axles with the possibility of both inter-axle and inter-wheel locking of the last axle. This set is not a basic package for International 9800i trucks, but taking into account Russian realities it was not chosen by chance. Inter-wheel locking can be useful not only for driving on light off-road conditions, but also when driving an empty truck on snowy areas and icy mountain passes.

The cabin is raised by a mechanical hydraulic pump

The front axle “hangs” on parabolic springs with shock absorbers, the International IROS rear suspension is pneumatic and is designed for loads of up to 18,130 kg. The dual-circuit braking system is equipped with 4-channel ABS. Moreover, all the brakes of the tractor are of the archaic drum type. To prevent the formation of condensation in winter, the brake pneumatics are equipped not only with a Bendix AD-9 dryer, but also with heating. It is interesting that in the Russian configuration all tractors are equipped with such a seemingly insignificant detail as brake boots. I have often seen that American customers refuse protective covers, counting on the fact that their cars will only be used on clean asphalt surfaces. But this is “over the hill”, and in Russian realities it is better not to joke with brake mechanisms. And the presence of protective boots on Russian copies indicates a thoughtful choice of equipment for our conditions.

At the buyer's request, the truck tractor can be equipped with front and rear tires of 275/70 or 295/75. The choice of tires does not affect the final cost.

Design

The appearance of the car cannot be compared with anything. Typical formidable "American". The International 9800 is one of the last classic tractors in the United States. The car was built on the basis of the 9700 model. Features more modern cabin contours. By the way, the cabin itself is made of galvanized steel. And the sheets are secured with rivets. The design is practically eternal - there is nothing to rot here. Even the most dead specimens will not have the slightest hint of rust. This is the main advantage of the International 9800 truck.

Salon

The driver's workplace is divided into two parts. In front of the nose is a large two-spoke steering wheel and round instrument dials. On the right are control buttons for the stove, locks and other mechanisms. There is also a pneumatic handbrake lever and a cutout for cup holders (it’s deep enough so tea won’t spill on the go). On the other hand, such a division of the front panel significantly hides free space - reviews say. The International 9800 has a cabover layout, so the engine is partially housed in the cabin. Because of this, it is impossible to make a flat floor.

The car has a wide sleeping bag, which also has a retractable window. Additionally, the sleeping area is closed with curtains. For better heating in winter, the car is equipped with autonomy.

Is it wise to buy?

Now International 9800 can be purchased for 500-800 thousand rubles. However, it is very difficult to find a car with less than a million kilometers on it. Yes, Cummins is a very durable engine. But now there are few specialists who will repair it. As practice shows, the resource of an 11-liter engine is about two million kilometers. It is also worth remembering that with use, the interior also wears out. And it is not possible to find anything during disassembly. These cars ceased production in 1998. It is very difficult to buy consumables for it.

Tractor Truck International 9900i

The International 9900 is a classic American premium truck. This is the most powerful car in the International model line. The cabin of the International 9900 tractor is painted using a special technology with an additional protective transparent layer, and is also equipped with many chrome elements and riveted parts.

It's not without reason that 9900 tractors are often compared to Harley-Davidson motorcycles

The instrument panel of the International 9900i amazes not only with its luxurious wood trim, but also with an abundance of instruments and toggle switches

The International 9900i's cabin is huge