1935 international vin tag location

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In Cornelia's case, I found it immediately above the front spring shackle. Once you determine your chassis number, you can then compare it to the official International Harvester production records to determine when your truck was actually manufactured. Just click on the image to view the full size document. For those looking for serial numbers from other years, the document you want to view is " Serial Number List - Motor Trucks - " found at the Wisconsin Historical Society.

As an example, Cornelia's chassis number is If you look up on the chart, you'll see that Cornelia was manufactured between January and November of If you extrapolate a little, it appears that Cornelia would likely have been manufactured between February and March of the last part is just having a little fun since production schedules likely varied too much to pinpoint the date of manufacture to a specific month. It used the same cab as the R series, but had a shorter hood with a large rectangular grill opening.

Cab-over-engine models [b] used a cab built by Diamond T. They were replaced in by the Fleetstar in The series was developed for a new large V8 type engine. Most models had 5-speed manual transmissions, heavier on-road models could have an 8 or speed Roadranger. Three-speed auxiliary transmissions or 2-speed rear axles [j] were available with 5-speed transmissions.

Some smaller straight truck models had hydraulic drum brakes with vacuum assist, all models had full air brakes either standard or optional. All sizes could have tandem axles. The A series [k] was a line of light and medium trucks introduced in A special A Golden Jubilee Model had a gold and white paint scheme. It had modern styling and introduced a new, wider cab that would be used until A crew-cab was also available.

A update changed the name to B series. This model's layout led directly to the Loadstar, which replaced them in At that time International stopped building long conventional medium-duty trucks. Light duty B Series models were replaced by the C Series in Gasoline and LPG inline-6 and V-8 engines were used. LPG models were also available. Three, 4, or 5-speed transmissions were used. An automatic was available on some models. Models with front-wheel drive had a three speed transfer case, with two on-road and one off-road ranges.

Larger models could have a two-speed rear axles. All models had hydraulic drum brakes standard. Vacuum-assist was standard or available on all models, and full air brakes were available large models. A driven front axle was available on medium-duty models. In the s a range of new named series were introduced. The Loadstar, Fleetstar, and Transtar Paystar was added in would be built without major change until replaced between and In a new D series light truck was introduced. It included crew-cab and station wagon models.

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In all light truck models were discontinued. In the S Series was introduced. They replaced the Loadstar and Fleetstar completely and could do some of the work of the Paystar and Transtar. They were so successful that they are sometimes considered the truck that saved International Harvester from bankruptcy. S Series models were built until replaced at different times between and The Scout was a small utility vehicle introduced in It was an open two-door with a flat panel body.

It could have removable pickup or full-length roofs, in both folding and hard types. The Scout was designed to be a utility truck with four-wheel drive, but most were sold as personal recreational vehicles with full-length roofs. The Scout and updated Scout II continued in production largely unchanged until discontinued in A 3-speed transmission was standard, 4-speed, 4-speed low first gear, and automatic models were optional.


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Very light-duty 4x4 models had single-range transfer cases, all others had two ranges. Four-wheel drive and a limited-slip rear axle were available. All had hydraulic brakes, usually 4-wheel drums. Vacuum assist was optional and the Scout II could have front discs. The Loadstar was a medium-duty short-hood conventional introduced in When introduced it had a grey grill and "butterfly" hood but in a one-piece tilting hood became standard.

The cab, also used on the Fleetstar, had been introduced on the A series in Cab-over-engine models were also available until replaced by the Cargostar in The Loadstar was used for local delivery, construction, farming, and as a semi-tractor. With all wheel drive it was also used for fire engines, snow-plows, and utility work.

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Schoolmaster chassis were used for vendor school-bus bodies. The Loadstar conventionals were replaced by the S Series in Gasoline, mid-range diesel, and LPG engines were used. The short hood of the Loadstar meant that V-8 engines fit better than longer inline-6 engines. Four and 5-speed manual transmissions were used. All gasoline single axle models could have a 2-speed rear axle. Four and 6-speed automatic transmissions were available on some models. Models other than semi-tractors had vacuum assisted hydraulic drum brakes standard. Air over hydraulic and full air brakes were available.

A driven front axle and tandem rear axles were available on some models cab-over-engine models could have neither. The Fleetstar was a heavy-duty short-hood conventional. It was introduced in and entered production in The cab, grey grill, and "butterfly" hood were the same as used on the Loadstar. In a one-piece tilting hood became standard. The Fleetstar was used as both a local straight truck with mid-range engines and as a semi-tractor with heavy-duty engines. The Fleetstar was replaced by the S-Series in Gasoline, mid-range diesel, and heavy-duty diesel engines were used.

The short hood meant that the longer inlinecylinder engines continued back through the firewall and into the cab. A shroud "doghouse" came back from the firewall and covered the engine to the floor. All models except Detroit Diesels had a five speed transmission standard, the Detroit Diesel models had a speed Roadranger.

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Single axle trucks with 5-speed transmissions had 2-speed rear axles available. All gasoline models other than semi-tractors had vacuum assisted hydraulic drum brakes standard. Air trailer brakes and full air brakes were available. Diesel models had full air brakes. The Transtar cab-over-engine models were heavy-duty over-the-road semi-tractors introduced in Heavy duty and high-power diesel engines were used. All models had a speed Roadranger transmission standard, 9, 13, 15, and a Spicer speed transmissions were optional.

All Transtars had full air brakes. The D-Series was a light duty conventional introduced in It had an entirely new body with a simple flat panel design similar to the smaller Scout. They were used as pickup trucks and chassis-cabs for dump, platform, and specialty bodies. The Travelall station wagon and Travelette crew-cab pickup were also offered. The D-Series was International's last light truck and was discontinued in All models had hydraulic drum brakes standard, power discs were optional on the lightest. A driven front axle was available on mid-sized models. The heavier models could have dual rear tires and the heaviest model could have a 2-speed axle.

The Cargostar was a forward control cab-over-engine medium-duty series introduced in Replacing the cab-over-engine Loadstar models, the Cargostar had an improved cab and heavier models. The Cargostar's maneuverability made it useful in cities as straight trucks, larger models could be local semi-tractors. The Cargostar was discontinued in Gasoline and mid-range diesel engines were used.

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Four and 5-speed transmissions were used. Four, 5, and 6-speed automatics were optional on different models. Two-speed rear axles [j] were available on gasoline models. All gasoline single rear axle models had vacuum-assisted hydraulic drum brakes with full air optional.

Diesel and tandem models had full-air brakes standard. The Transtar was a heavy-duty long hood conventional introduced in It had a new cab that would also be used by the new Paystar. A large forward tilting rectangular hood had a very large grille area. The Transtar was used as a semi-tractor for local construction, regional hauling, and long distance over-the-road trucking. In the Transtar was rebranded the International Only had heavy-duty diesel engines were used. All trucks had a Roadranger speed transmissions standard, 8, 9, 13, and speed were optional.

A 5-speed main and 4-speed auxiliary were available on tandem axle models, a speed was also available in tandem axles.


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The standard rear suspension was leaf springs, air suspension, walking beam, and other types were optional. The Paystar was a severe service conventional introduced in It had a set-back front axle with a butterfly hood and flat diamond plate fenders.

In a set-forward front axle model with a tilting fiberglass hood was added. The Paystar was commonly used for straight trucks like heavy-duty dump trucks, concrete mixers , and off-road fire apparatus. The Paystar was built with few changes until replaced by the new generation i Series in Mid-range and heavy-duty diesel engines were used. Most models had a 5-speed manual transmission standard and tandem rear axle models could have a 3 or 4-speed auxiliaries.

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Mid-range engines could have a Roadranger medium-duty speed and heavy-duty models could have 10 and 13 speeds. Different models of 5-speed, 6 and 7-speed, and automatic transmissions were sometimes available. All powered front axle models had a 2-speed transfer case except for those that had the medium-duty speed, it had a low range in the transmission and used a single-speed transfer.

All models had full-air with drum brakes. Set-forward, set-back, and driven front axles were available and specialty models could have two steering axles. The S-Series was a range of medium and heavy-duty conventional trucks that was introduced in to replace and widen the Loadstar and Fleetstar lines. It used a new cab with flat panels and forward tilting hood in different lengths.