International unveils CV work trucks

John G Smith
Internationals CV Series of trucks are designed with work in mind — and backed by a network of dedicated commercial service bays.

CHICAGO, Ill. – It seems somewhat appropriate to give a series of work trucks its own CV. Sure, the letters can stand for curriculum vitae – the document most of us refer to as a resume – but International Truck has taken that a step further by stamping the letters onto its new CV Series of Class 4 and 5 vehicles.

And these trucks with gross vehicle weight ratings of up to 22,900 lb. are clearly designed for an array of jobs.

“We’ve designed, built and tested the CV Series to deliver the commercial-grade power, reliability and practicality that growing businesses require, along with the comfort, safety features and easy drivability that drivers appreciate,” said Michael Cancelliere, Navistar’s president – trucks and parts. “We are backing it up with the expertise of the International dealer network – the only network in this category 100% dedicated to commercial vehicles.”

Stressing “commercial grade” attributes during a launch event in Chicago, International referred to features including a gear-driven transfer case with no chains to stretch, a low-alloy steel frame rail with a 50,000 psi yield strength, and a painted chassis to help combat threats like corrosion.

Tucked under the three-piece, forward-tilting hood with an integrated safety latch is International’s 6.6-liter engine delivering 350 hp and 700 lb-ft of torque. And depending on which transmission is selected, the truck can boast a gross combination weight rating of 37,500-lb.

The CV comes with 1700, 1750 or 2700 Series six-speed Allison transmission, with a power takeoff (PTO) available for auxiliary equipment. Available vocation codes include the Highway Series (HS), Rugged Duty Series (RDS), Emergency Vehicle Series (EVS), or Motorhome Series (MS).

Now the truck itself is a product of more than one company alone. The CV emerges through a collaboration with General Motors that taps into Navistar’s experience with chassis configurations and manufacturing, along with GM’s experience in commercial components and engines. GM, meanwhile, will offer its version of the truck as a Chevrolet Silverado.

“GM is a partner, so they are a supplier, they are a customer, they are a competitor, but we have a great relationship,” said Chad Semler, Navistar’s director of product marketing. “Basically the product is almost identical. There’s only a few differentiators such as their OnStar system, which we don’t have. But we have our On Command system.”

International also has a dealer network that is clearly focused on commercial users, with more than 700 service locations across North America and more than 1,900 diesel technicians in Canada alone. And the company is quick to note that it has more dedicated commercial truck bays than Ford, Chevrolet or Ram.

Ford might have locations, for example, but a utility truck wouldn’t fit into an automotive service bay, Semler stressed. “All these trucks are going to have a body. It’s not a pickup truck.”

As a 4×2, the CV’s gross vehicle weight ratings (GVWR) range from 16,000 to 22,900 lb., while 4×4 models deliver 17,500 to 22,500 lb. The 4×2 can come with a 6,000-, 7,000, or 8,000-lb. Dana Spicer front axle, while the 4×4 comes with a 7,500-lb. model. Dana Spicer axles ranging from 10,000 to 15,500 lb. round out things at the rear.

Maneuverability comes courtesy of a 50-degree wheel cut, while visibility can be enhanced with an optional rearview camera and heated side mirrors that feature LED turn signals and rear-facing LED lights to shine on cargo and equipment.

For those exposed to particularly challenging job sites, the CV features 4×4 capabilities and Meritor’s gear-driven transfer case. A skid plate is also available, while the front end, grille and radiator can be further protected with a four-inch bumper extension. And there’s the option of a Dana Spicer Truetrac torque proportioning limited slip differential.

The stopping power comes courtesy of a Hydromax braking system, Bosch Split system with traction control, four-channel antilock braking system (ABS), diesel exhaust brake, and trailer brake controller.

It was all tested in environments from -40 to 46 Celsius, and at altitudes up to 12,000 feet. Those who face some of the colder temperatures among them have the option of a 120-volt, 800-watt block heater to get things moving, too.

The CV’s front frame includes standard holes for a snow plow mounting bracket

Building bodies

For many users, of course, the truck’s true capabilities emerge through upfitting by body builders. Their work is eased with straight frame rails that have no rivets on the top flange, ensuring a clean area stretching from the cab to the axle when mounting bodies. HuckBolt chassis fasteners, also found on other International trucks, deliver their clamping forces without requiring re-torquing. The front frame includes standard holes for a snow plow mounting bracket as well.

A dual battery box is mounted under the cab, while an optional third battery is also available for mounting, and there are multiple fuel tank options including a 40-US gallon version mounted after frame and behind the rear axle, a 25-gallon saddle tank, or dual tanks. The diesel exhaust fluid (DEF) tank has been mounted by the passenger door to help ensure the right fluid goes into the right port.

Wheelbase options that range from 141 to 243 inches, as well as optional exhaust outlets, are all suited for different tasks.

The infotainment system represents the first time International has offered Apple CarPlay and Android Auto.

Comfort and interiors

Another option comes in the form of the uAir International air ride suspension with an engine-mounted compressor, which can be used to adjust heights and ride alike. That suspension, available only in 4×2 configurations, is rated at 12,000 to 15,500 lb.

But this is not the only way driver comfort is enhanced.

Inside the cab, available infotainment systems include an eight-inch color touch screen with navigation and – for the first time in an International truck – Apple CarPlay and Android Auto. (The touch screen in classic trim packages measures seven inches.)

Classic trim packages include a 3.5-inch monochromatic display featuring warning messages and vehicle information, while diamond trim designs go bigger with a 4.2-inch color display.

Other controls across the dash have been designed to be worked while wearing gloves. Built-in switch packs control various functions, and up to four auxiliary switches are available depending on the trim level.

A floor-mounted center console is available with moveable cup holders, cell phone storage, 12-volt charger, a pair of USB ports and hanging file folder, depending on the configuration. And the three-across seating includes a center seat back that can be lowered and used as an armrest and beverage holder, while the seat bottom cushion offers extra storage.

Trim packages include a classic in a soft touch vinyl or cloth, or a diamond trim with cloth. In each case the color is a dark ash or black. Diamond features in the crew cab include things like a leather-wrapped steering wheel, 10-way power bucket non-suspension high back driver’s seat with headrest and power lumbar, and non-suspension high back passenger seats with six-way power adjustments and power lumbar.

Said Cancelliere: “The CV has been compared to a field office with perks.”

No matter which vehicle is spec’d, buyers will be able to access Truck Specialty Centers available to other International truck users. “The CV Series is the only truck in the segment that can take advantage of this level of customization,” he added. “No one has more experience at body integration than International Truck.”

Commercial features include a gear-driven transfer case with no chains to stretch, a low-alloy steel frame rail with a 50,000 psi yield strength, and a painted chassis to help combat threats like corrosion.




John G Smith

John G. Smith is the editorial director of Newcom Media's trucking and supply chain publications -- including Today's Trucking,, TruckTech, Transport Routier, Inside Logistics, Solid Waste & Recycling, and Road Today. The award-winning journalist has covered the trucking industry since 1995.

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