International LT

The LT Series is International’s on-highway tractor, which International calls a Class 8 truck; the US weight classes are explained in GVWR, GCWR and GAWR. International Truck, then part of Navistar and today International Motors in the TRATON GROUP, launched it in Las Vegas on 30 September 2016 as its “new flagship line of Class 8 over-the-road trucks”. The current LT is offered with the International S13 Integrated Powertrain, an engine, gearbox and aftertreatment system developed with the TRATON GROUP, or with the Cummins X15; Navistar announced the first deliveries of S13-equipped LTs on 26 February 2024. This page is built from International’s US LT product page, its LT day-cab and sleeper spec cards (both footed January 2026), its LT brochure of June 2025, its LT story and its legacy-models page; from its S13 Integrated Powertrain page, its S13 spec cards for the LT and RH Series of September 2024 and March 2026, its 2027 S13 brochure and its T14 transmission brochure (both July 2026) and its “Top reasons to buy” sheet for the 2027 S13 (August 2026); from International and Navistar press releases of 2016 to 2026; and from the LT page of International Camiones, International’s Mexican site, all read on 11 October 2026.

Overview and generations

International’s launch release says the LT Series was developed with driver clinics that gathered input from hundreds of drivers and from a review of more than 500 points where driver and truck interact. It lists a new premium gauge cluster with up to 15 customisable digital gauges, the air horn moved back above the driver’s door, standard LED headlamps, a column-mounted gear shifter, a one-piece side window, a single-canister aftertreatment system that International describes as 60% smaller and 40% lighter, and an in-cab power distribution module; International says the aerodynamic changes also cut wind noise by four sones. The release names the day cab and the 56-inch low-roof, 56-inch hi-rise, 73-inch hi-rise and 73-inch sky-rise sleepers among the configurations to be offered. The LT was launched with the 2017 Cummins X15, with up to 500 hp in its Efficiency Series and up to 565 hp in its Performance Series, and a 2017 Navistar N13 of 13 litres with up to 475 hp and 1,750 lb-ft, which the release says would be available in the spring. International put the LT’s fuel efficiency 7 percent above that of a 2017 ProStar with the Cummins ISX15 and credited its aerodynamics alone with a 3 percent improvement in fuel economy; International’s website now lists the ProStar among its legacy models. Orders opened on the day of the launch and production was to begin in late November 2016; Navistar’s results release of 7 March 2017 says customer deliveries began in its first fiscal quarter, the three months ended 31 January 2017.

On 27 February 2017 International launched the 12.4-litre International A26, built from the MAN D26 engine crankcase, with up to 475 hp and 1,750 lb-ft, a B10 design life of 1.2 million miles, a weight of 2,299 lb, a variable-geometry turbocharger, a common-rail system of 2,500 bar (36,300 psi) and oil-change intervals of up to 70,000 miles, for order in the LT and RH Series; on 30 June 2017 International announced the first customer shipments of LT and RH trucks with the 12.4-litre engine. On 15 June 2017 Bendix ADB22X air disc brakes became standard on all axles of every LT model, in 6x4, 6x2 and 4x2 form. In May 2018 International added the Eaton Cummins Endurant 12-speed automated gearbox with the Cummins X15, which it rated for 1,850 lb-ft, a maximum gross combination vehicle weight of 110,000 lb and a maximum of 510 hp. In October 2018 followed the LT MPG Package, whose highest-efficiency spec International listed with an aerodynamic chassis package, predictive cruise control, an air dam and bumper seal, a roof fairing and extenders, chassis skirts and wheel covers, claiming for it up to 8 percent more fuel efficiency than an LT with only the roof fairing and extenders, air dam and bumper seal. For model year 2020 International listed an enhanced roof fairing, day-cab extenders 12 inches longer, sleeper extenders 3 inches longer, steer-wheel closeouts, longer chassis-skirt Vidon strips, cab-to-skirt closeouts, a bumper valence 1 inch lower and the Flow Below 2.0 design, made Predictive Cruise Control standard and added cellular over-the-air calibration for the A26; it gave the gain in fuel efficiency of a fully equipped LT of model year 2020 over a truck built one year earlier as up to 8.2%. The A26 update announced on 20 October 2021 (2021 GHG) raised the compression ratio from 18.5:1 to 20.5:1 and the rating to up to 515 hp and 1,850 lb-ft; Navistar put the A26’s fuel economy gain since its launch at 10%.

Navistar unveiled the International S13 Integrated Powertrain, developed over five years with the TRATON GROUP, at the Las Vegas Motor Speedway on 16 August 2022, for manufacture at its Huntsville powertrain plant in Alabama; it announced the start of production there on 18 October 2023, after an expansion of 110,000 square feet that brought the plant to 410,000 square feet, with one assembly line for the S13 engine and one for the T14 gearbox. International’s story on the “new LT Series”, which its web address files under the year 2022, describes these changes to the LT: a new aero package with DEF and fuel-fill closeouts, steer-wheel closeouts, a modified lower skirt trim and a new roof extender; a new bumper and grille; a flip-up upper bunk with a 9-inch mattress; and an electronic parking brake that applies the truck and trailer parking brakes automatically if the driver forgets to set them. International claims up to 15% more fuel economy for a 2024 LT with the S13, the LT aero package and chassis enablers, over a 2017 LT with the 2017 GHG A26 engine and aero package. On 26 February 2024 Navistar announced the first deliveries of S13-equipped LT trucks, to fleets including Gemini Motor Transport, Saddle Creek Logistics Services and Paschall Truck Lines.

International’s release of 7 January 2026 says the 2027 S13 Integrated Powertrain meets the EPA’s emissions requirements for model year 2027 trucks and retains 90% of the current platform’s hardware, and that fleets had logged more than 700 million miles with the S13. Navistar’s releases of 25 August 2020, on the 5,000th LT delivered to J.B. Hunt three and a half years after it bought its first, and of 26 February 2024, on Gemini Motor Transport’s first S13-powered LT, both name Navistar’s plant at Escobedo in Mexico as the place of assembly.

Cab

International specifies every LT with a 125-inch BBC (bumper to back of cab), a 50-inch BA and a set-back front axle, and lists five cab configurations, the five named in the launch release:

The brochure lists pedestal mirrors shaped to reduce drag and wind noise, the 125-inch hood shaped to direct air around the cab, an aerodynamic fender shape, 25-inch cab extenders that close the gap to the trailer, an aero-enhanced three-piece bumper with contoured front wheel openings, chassis skirts and cab closeouts, a sealed cooling module and a front air dam; International’s sleeper spec card calls the LT “the most aerodynamically efficient truck we’ve ever offered”. The LT page says the doors were redesigned with a lower bottom glass edge and no vent-window seam and that the large door mirrors are mounted far forward; the brochure says indirect visibility was laid out so that drivers turn their heads 15% less on the driver side and 5% less on the passenger side. The hood opens wide on a gas strut and a torsion bar that lets it be lifted with one hand; the fluid containers are translucent, most with tethered caps, and a ChemGuard coating protects the underside of the cab floor.

Inside, International offers three trim levels. The LT page describes Classic with an optional black leather-wrapped steering wheel, Diamond with chrome handles and mineral grey teak trim, and Diamond Elite with Satin Mahogany trim and diamond stitching. The brochure’s trim tables print the same equipment for all three: soft-touch vinyl door trim that International describes as easy to clean, neutral trim inserts and accent colour, a black instrument panel, two sun visors, LED lighting, power windows, manual or power locks, four cup and bottle holders, and an 8-gauge cluster with a 3.5-inch display, odometer and trip meter, with a premium 8-gauge cluster with a 5-inch colour display and virtual gauges as an option; elsewhere in the brochure, and on the LT page, the premium gauge cluster is called standard. The brochure lists real-time fuel economy and a digital speedometer among its displays and, with the optional sensors, axle load, tyre pressure, custom gauge settings and safety indicators. The LT page says the driver controls are placed by frequency of use, with a standard USB port, and offers automatic temperature control for the HVAC as an option; the spec cards list a column-mounted shifter integrated with engine braking.

The sleepers share a 12-volt power supply, sleeper windows and a sleeper control panel as standard, with a windshield curtain and microwave and TV accommodation as options; the trim panels are neutral vinyl on Classic, with mineral grey teak accents on Diamond and satin mahogany accents on Diamond Elite. In the brochure’s tables the 56-inch low-roof sleeper has two airline-style overhead cabinets with an option for two more; the 73-inch hi-rise has a driver-side wardrobe, passenger-side cabinets for which the table lists a utility cabinet, a lower right wardrobe tower cabinet, a dresser cabinet, a refrigerator and storage with or without doors, and rear-wall storage optional on Classic and standard on Diamond and Diamond Elite; and the 73-inch sky-rise has two overhead compartments with nets, rear-wall and upper and lower storage, driver-side cabinets and a passenger-side wardrobe tower as standard. The upper bunk flips up when it is not needed. How sleeper and day cabs differ in general is covered in truck cabs explained.

Mexico. The LT page of International Camiones, International’s Mexican site, lists wider steps, air seats for the driver and passenger, Diamond interiors, power windows and locks, a radio with USB and Bluetooth, air conditioning and heating and an LCD digital instrument panel, and claims up to 1 m more forward and lateral visibility and an improvement in rendimiento (efficiency) of up to 3% from the aerodynamics.

Engines

International gives power in horsepower and torque in pound-feet; no International document opened gives kilowatt or newton-metre figures for either engine.

The 2027 S13 spec card for the LT and RH Series (March 2026) adds a rating of 370 hp with 1,250 lb-ft, marked “RH Series Only”; the 2027 S13 brochure (July 2026) marks the same rating “LT Series and RH Series Only”, and the S13 page lists it in its LT and RH table without a note.

The LT brochure and the S13 spec cards describe the S13 as a four-stroke inline six-cylinder diesel of 12.74 litres (777 cubic inches) with a bore and stroke of 5.12 x 6.30 in, given there as 126 mm and 166 mm; the S13 page gives the same inch figures as 130 mm and 160 mm and the displacement as 12.7 litres. The documents agree on a compression ratio of 23:1, a fixed-geometry turbocharger, a common-rail fuel system of 1,800 bar, 47.5 quarts (45 l) of engine oil, an engine weight of 2,284 lb (1,036 kg), four valves per cylinder with dual overhead camshafts and a B10 design life of 1,200,000 miles (1,931,000 km). The S13 runs without cooled exhaust gas recirculation in regular operation and without a diesel oxidation catalyst: its Dual Stage Aftertreatment doses DEF through two injectors, upstream and midstream, and International says the DPF filter need not be cleaned or replaced until 650,000 miles at more than 8.2 mpg. The LT brochure, the S13 spec cards and the S13 page say no active DPF regeneration is needed; the 2027 S13 brochure says so in its parts list but speaks of a reduced need for active regenerations in its text, and the “Top reasons to buy” sheet lists “Fewer Active Regens”. How DEF dosing and SCR work is explained in SCR and AdBlue. International gives full torque from 900 rpm and a compression release brake of up to 470 hp. The LT brochure lists a low-displacement water pump, a cartridge oil filter, a 6- or 9-blade fan, an aluminium oil pan with stainless steel as an option, single-cylinder iron, two-cylinder aluminium or two-cylinder clutched aluminium air compressors and an aluminium valve cover. On 15 January 2025 International announced the certification and approval of the S13 for use with renewable diesel (R100/R99 or hydrotreated vegetable oil, HVO), which the release describes as meeting the ASTM D975 or the EN 15940 specification; renewable diesel is covered in what is HVO.

For the EPA 2027 standard International lists Variable Valve Timing, which enables Variable Valve Braking, a closed crankcase breather, an oil centrifuge, the removal of the EGR cross-over tube, a transmission control module working at 24 volts and a 24-volt powertrain electrical system for the alternator, starter and engine controllers, with the 12-volt cab and chassis system retained; for the 24-volt alternator, starter and engine controllers the S13 page gives “up to a 40% weight-savings in components”. The 2027 S13 spec card and brochure say Variable Valve Timing improves engine-braking performance “from 470hp to 540hp”, while International’s “Top reasons to buy” sheet of August 2026 gives the Variable Valve Braking as braking “at 470 hp”. The 2027 spec card lists a 6-blade fan, and the 2027 brochure a 6-blade fan for on-highway trucks and an 11-blade fan for vocational ones.

The brochure describes the Cummins X15 in Productivity, Performance and Efficiency Series versions, with up to 500 hp in the Efficiency Series and, in its text, Cummins’ VGT turbocharger and XPI fuel system; its feature list gives a variable-geometry turbocharger with a titanium compressor wheel, a Jacobs engine brake, a 2,500-bar (36,300 psi) high-pressure common-rail fuel system, a compacted-graphite-iron crankcase, a shot-peened aluminium flywheel housing, composite valve covers and a hollow camshaft, and cold starting down to -40°F with heaters, unaided down to 10°F. Its table gives 14.9 litres (912 cubic inches), a bore and stroke of 5.3 x 6.65 in (137 x 169 mm), a compression ratio of 18.9:1, a “Direct Injection CPI Fuel System”, 56 quarts (53 l) of oil, an engine weight of 2,961 lb (1,343 kg), four valves per cylinder with a single overhead camshaft and a B10 design life of 1,000,000 miles (1,609,000 km).

Mexico. International Camiones lists two versions: the LT S13, with the S13 “EPA 24” at 450 hp at 1,800 rpm and 1,750 lb-ft at 900 rpm, and the LT X15, with the Cummins X15 “Euro VI” from 400 hp and 1,550 lb-ft to 500 hp and 1,850 lb-ft, given as 15 litres.

Transmission

The T14 is the gearbox of the S13 Integrated Powertrain: a 14-speed automated manual with two crawler gears and an overdrive, assembled with the S13 engine at Huntsville; International’s S13 page says it was designed in-house. It has a single countershaft with helical gears and a planetary gear set that provides the low-range gears and reverse, so that no separate reverse gear set is needed; an electronically controlled clutch actuator that uses no compressed air; shift actuators designed for automated operation; a variable oil level with an upper reservoir; and an oil-to-water cooler. International’s T14 brochure lists direct-drive versions, optimised for 13th gear at the selected cruise speed, for 1,450, 1,550, 1,750 and 1,850 lb-ft, and overdrive versions for the HV and HX Series. The T14’s transmission control module combines predictive cruise control, neutral coast, downhill speed control and predictive shifting; the LT and RH Series offer optional Economy, Performance and Performance+ shift modes, and the LT brochure lists a Precision Maneuvering Mode for low-speed work and a creep mode. For 2027 the control module works at 24 volts and uses GPS and topography data for predictive shifting. International’s T14 brochure gives long-haul fluid-change intervals of 240,000, 520,000 or 600,000 miles at fuel economies of up to 5.5 mpg, 5.5 to 7.5 mpg and 7.5 mpg or more, and a change at least every five years if the mileage is not reached.

Beside the T14, the spec cards list Eaton Cummins Endurant automated gearboxes with 11, 12 or 18 speeds, the Eaton Fuller 10-speed and Fuller 10, 13 and 18-speed manual gearboxes; the brochure lists the Endurant with 11 or 12 speeds only. The LT page lists the Eaton Endurant (11 and 12 speeds), Endurant XD (18), Eaton Fuller UltraShift PLUS (13 and 18) and Eaton Fuller Advantage (10) automated gearboxes, and Eaton Fuller Advantage, Eaton Fuller and Fuller manual gearboxes from 9 to 18 speeds. International calls the T14 a fully automated manual transmission; how such gearboxes work is covered in automated manual transmissions.

Mexico. The Mexican page gives the T14 as a 14-speed automated manual with overdrive for a maximum torque of 1,850 lb-ft, with a 17-inch International organic clutch with an electronic actuator and a capacity of 1,850 lb-ft.

Axles, suspension and brakes

International prints the LT’s wheel formulas as 4x2, 6x2 and 6x4, which axle configurations explains, on a frame of heat-treated alloy steel rated at 120,000 psi. The January 2026 spec cards and the LT page give the component ratings with some differences:

The spec cards list air disc brakes or air drum brakes, both with automatic traction control and electronic stability control; the LT page lists air disc brakes with traction and stability control, and air drum brakes with ABS and optional traction and stability control. The brochure says all brake-life servicing intervals are aligned. The LT page names Sheppard and TRW steering gears and Continental, Michelin, Bridgestone, Goodyear and Hankook tyres. Factory-installed single and dual-drive power take-offs with common SAE interfaces are available, and the 2027 S13 brochure also lists REPTO and FEPTO options without horsepower restrictions.

Electrical system, tanks and exhaust

The spec cards list Leece-Neville 12-volt alternators of 160, 210, 240 and 325 A and Delco Remy alternators of 165, 200 and 300 A, the 325 A Leece-Neville and the 165 A and 300 A Delco Remy being brushless. The battery systems differ between the documents: Fleetrite from 1,980 to 7,400 CCA on the cards and from 3,300 to 9,200 CCA on the LT page; JCI from 2,250 to 3,000 CCA on both; Deka 2,920 CCA on the cards and 2,800 on the page; Enersys Odyssey from 3,450 to 9,200 CCA on the cards and from 3,450 to 4,600 on the page. The cards list aluminium fuel tanks mounted behind the cab, non-polished or polished, as a dual set of 70 to 140 gallons or a single tank of 70 to 120 gallons; the LT page lists both ranges as dual tanks. The aftertreatment is a single canister mounted on the right-hand side of the frame under the cab, with horizontal, vertical or dual B-pillar exhaust outlets. The brochure describes driver controls and instruments built on an SAE J1939 electrical architecture and a power distribution module inside the cab. It gives factory-installed telematics and five years of connected vehicle services as standard on new LT trucks, and lists remote over-the-air calibration of the S13 powertrain and International’s Advanced Remote Diagnostics among the connected services. No document opened gives a kerb weight, a gross combination weight rating or overall dimensions for the LT.

Safety and driver-assistance systems

The January 2026 spec cards list the Bendix Wingman Fusion collision mitigation system and Predictive Cruise Control as standard, and the LT page describes the Bendix Fusion system as integrating adaptive cruise control, lane departure warning, over-speed alert and stationary vehicle braking. The brochure of June 2025 names the Bendix Wingman Advanced and Bendix Wingman collision mitigation systems as options instead, together with the Bendix BlindSpotter radar, which covers up to 150 degrees, detects objects up to 20 feet ahead of and behind the radar and up to 10 feet to the right of the truck, and works in separate highway and low-speed modes. At the launch in 2016 the Wingman Advanced was standard, with the Wingman Fusion and the Meritor WABCO OnGuardACTIVE as options. LED headlamps and fog lamps with polycarbonate lenses are standard. International’s T14 brochure describes Predictive Cruise Control as using map-based horizon data with radar and camera inputs to set speed, gear and torque ahead of slopes and curves, with functions including Eco-Coast, pulse and glide, and controlled retardation ahead of steep descents.

Autonomous development tractor

International’s second-generation autonomous development tractor is an LT with the S13 Integrated Powertrain, factory-fitted with a sensor kit of imaging radar, lidar and cameras giving 360-degree vision, a computer and PlusAI’s SuperDrive driving software. On 8 September 2025 International announced customer fleet trials on the Interstate-35 corridor between Laredo and Dallas, managed from its autonomous hub in San Antonio. On 31 March 2026 it announced a pilot with Ryder on a daily 600-mile route along the I-35 corridor between Laredo and Temple, Texas, with initial results of 100% on-time delivery and 92% autonomous route coverage, supervised by a human safety driver. No document opened reports series production of the autonomous tractor.

Source notes

Engines, in the maker’s units: International S13 (S13 Integrated Powertrain), 12.74 l, 400-515 hp and 1,450-1,850 lb-ft on International’s LT page and spec cards (ratings of 400, 430, 450, 470 and 515 hp at 1,800 rpm with 1,450 to 1,850 lb-ft at 900 rpm and a governed speed of 2,000 rpm on the S13 spec card of September 2024); Cummins X15, 15 l on the spec cards and 14.9 l in the brochure, 400-565 hp and 1,450-2,050 lb-ft. In Mexico the S13 EPA 24 at 450 hp and 1,750 lb-ft and the Cummins X15 Euro VI at 400-500 hp and 1,550-1,850 lb-ft. Gearboxes: International T14 14-speed automated manual with two crawler gears, ratios 20.81 to 0.78; Eaton Cummins Endurant automated and Eaton Fuller and Fuller manual gearboxes. Cab: 125-inch BBC and 50-inch BA; day cab and 56-inch low-roof, 56-inch hi-rise, 73-inch hi-rise and 73-inch sky-rise sleepers. GVW 32,350-60,000 lb on the January 2026 spec cards and 32,000-60,000 lb on the LT page; front axles of 12,350-14,000 lb on the cards and 12,000-14,000 lb on the page; rear axles of 23,000 lb single and 40,000-46,000 lb tandem. Axle configurations 4x2, 6x2 and 6x4. Fuel tanks of 70 to 140 gallons. No document opened gives a kerb weight, a gross combination weight rating or overall dimensions for the LT.