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35-591: The IHC S series was produced in a number of variants for a wide variety of applications, including straight trucks, semitractors, vocational trucks, and severe-service trucks. Additionally, the S series was produced in other body configurations, including a four-door crew cab, cutaway cab , cowled chassis, and a stripped chassis (primarily for school buses). The chassis was produced with both gasoline and diesel powertrains (the latter exclusively after 1986), single or tandem rear axles, and two, four, or, six-wheel drive layouts. The last complete product line designed within

70-469: A common truck chassis . Following the initial popularity of Volkswagen 's imported minibuses, vans made by the domestic manufacturers were developed and became popular in the United States in the 1960s. By the early 1970s, Chrysler Corporation , Ford Motor Company , and General Motors were all manufacturing many models of passenger and utility vans. The Dodge passenger vans of Chrysler had

105-544: A cutaway van chassis with dual rear wheels. With a low center of gravity and the dual rear wheels, Busette provided a combination of increased seating capacity and handling stability over conventional vans and van conversions. By the early 1980s, all five of the major school bus body companies in the United States had developed competing products built on the cutaway van chassis. These manufacturers were joined by several others which specialized in small school buses. In

140-401: A distinctive "cab-over" profile, the portion of the coach over the cab containing a bed or an "entertainment" section. Second stage manufacturer A second stage manufacturer , known in the industry as "bodybuilder," builds such products as bus and truck bodies, ambulances , motor homes , and other specialized vehicles. Such a manufacturer usually takes an incomplete structure from

175-428: A first-stage manufacturer, and installs additional equipment to render it suitable for delivery to a buyer for use. Neither their product, nor the first stage portion, called an incomplete motor vehicle , are fully compliant with all of the requirements for a complete motor vehicle without the other . Cutaway van chassis are one of the more popular incomplete motor vehicles for second stage manufacturers to use as

210-445: A maximum seating capacity of 14 persons plus the driver, and came to be commonly known as 15 passenger vans, joined by similar sized models by the other manufacturers years later. Conversions for personal motor homes became very popular, drawing the interest of recreational vehicle manufacturers. Based upon that, cutaway van chassis were developed in the early 1970s to accommodate demand for conversions which were heavier and wider than

245-404: A popular application for delivery vehicles and small trucks. They featured a size and weight capacity similar to the earlier step van model trucks and more of an automobile style cab area. With easier adjustment of drivers accustomed to operating automobiles than most type of small trucks, they found especially strong acceptance in rental truck fleets. Usually, the entrance is via a large door in

280-750: A raised roof rather than a modular body.) This standard is due to be withdrawn in 2015 in favor of NFPA 1917 . Many of these models have access between the driver and the patient care area, which for some applications, is a favorable feature over a full cab chassis with a modular box. The same standards are practiced in Canada, but the legislation defining the types are provincially determined. Seeking to expand product offerings, several recreational vehicle manufacturers, notably Champion , ElDorado National , Turtletop, and others also developed minibus models using cutaway van chassis and body construction similar to their motor homes . With their products, they joined

315-413: A second stage manufacturer adds specific equipment and completes the vehicle. Common applications of this type of vehicle design and manufacturing includes small trucks , school buses , recreational vehicles , minibuses , and ambulances . The term "cutaway" can be somewhat of a misnomer in most of the vehicle's context since it refers to truck bodies for heavy-duty commercial-grade applications sharing

350-576: A standard-length hood, the S2200 was fitted with a widened cab (distinguished by a two-piece windshield). In 1982, the S2300 was introduced; the model line was essentially an S2100 with International diesel engines replaced with Cummins-sourced powertrains. 1978–1983 models As a running change during 1989 production, the S-series model line underwent an extensive revision. While the cab structure

385-579: The Class 7/8 tractor series. The 2500/2600 severe-service truck were carried over, dropping their S-series badging prefix. Replacing the S1600 through S1900, the 4000 series was again produced in a number of configurations, with single and tandem rear axles, 4x4/6x6 drive options. Produced exclusively with diesel engines, the 4000 series was produced with the IDI V8 and DT360/DT466 engines. The 4000 series

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420-736: The International Tristar nameplate, the S series consolidated the aging Loadstar and Fleetstar trucks under a single product line. Tandem-axle (6x4) versions of the S series were named F-series trucks. The S1600, S1700, S1800, and S1900 were introduced in 1979. Replacing the International Harvester Loadstar model line, the model was produced in a number of configurations, with single and tandem rear axles, 4x4/6x6 drive options, and gasoline and diesel engines. The S-1800 and S-1900-were produced as both truck tractors (for semitrailers) and straight trucks, while

455-399: The S series was used as a cowled chassis for bus manufacturers. Used primarily for yellow school buses in the United States and Canada, the S series also was used outside of North America as a basis to produce other types of bus bodies. Introduced in 1979, the bus variant of the S series was one of the final models designed by International Harvester before its transition to Navistar. In 1989,

490-718: The S-1700 and S-1800 were used in the production of International Harvester bus chassis (primarily for school-bus use). Introduced in 1978 as the replacement for the Fleetstar, the S2100 and S2200 were joined by the severe-service S2500 and S2600, slotted below the International Paystar 5000. Configured primarily as tractors, the S2100s were fitted with a sloped hood. To accommodate larger-bore diesel engines under

525-406: The S-series bus chassis was rechristened the 3000 series with the fitment of the new-generation Navistar cowl. Produced until 2004, the bus chassis outlived its truck counterpart by three years; its 25-year production run is the longest of any North American product ever sold by International Harvester or Navistar. The unrelated Australian ACCO cabover truck built under various guises by IH and IVECO

560-494: The early 1990s, Mid Bus , an Ohio manufacturer specializing in small school buses, purchased the tooling and product rights to build the Busette from Wayne Corporation, and produced Busettes for a few more years. In modern times, more small school buses are based upon cutaway van chassis than any other type. Most school bus body builders also produce models for non-school use, often called a " commercial minibus ". As produced by

595-458: The existence of International Harvester, the S series was produced in its original form through 1989. During 1989, the S-Series underwent a major revision and was split into multiple model lines. After 2001, International phased in product lines based upon the "NGV" architecture; severe-service and bus chassis variants produced through 2003 and 2004, respectively. The S-series model designation

630-401: The exterior remained nearly unchanged; in 1992, Navistar changed the design of the instrument panel, updating the entire interior in 1995. For 1989, Navistar split the S-series model line into three distinct model families, all sharing the same cab structure. The 4000 series was the medium-duty truck range (the 3000 series bus chassis replaced the "Schoolmaster"), with the 7100/8100 serving as

665-499: The first stage (van) manufacturers, a cutaway van chassis generally features a van front end and cab design. The body ends immediately behind the driver and front passenger seats, and is usually covered by temporary plywood or heavy cardboard material for shipment to the various second stage manufacturers. It was soon known by the name "cutaway van chassis" in recognition of this feature. Higher-GVWR vehicles are derived from medium-duty truck chassis. Second stage manufacturers , known in

700-506: The grille, the word "International" across the top of the grille was replaced by a red Navistar "diamond" logo alongside "International" in red at the bottom right of the grille. Inside, the IHC "tractor" logo on the steering wheel was replaced by a Navistar diamond logo. In a major shift, for 1987, International became the first truck manufacturer to produce a medium-duty product line powered exclusively by diesel engines. Originally intended to use

735-541: The industry as "body-builders," build such products as bus and truck bodies, motor homes, and other specialized vehicles. Neither their product, nor the first stage portion, legally defined as an "incomplete motor vehicle" under the Federal Motor Vehicle safety Standards (FMVSS) in the US, are fully compliant with requirements for a complete motor vehicle. Neither portion can be licensed or operated lawfully without

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770-560: The medium-duty S series at an event at the New Orleans Superdome. The initial lineup consisted of heavier-duty 2200, 2500, and 2600 models (28,000-45,000 lb gross vehicle weight rating - GVWR), replacing the Fleetstar. In the summer of 1978, lighter-GVWR models (replacing the Loadstar ) were released for sale. The 21 models of the full lineup had a high degree of parts interghangability; this standardization helped lower

805-415: The mid 1970s, recreational vehicle builders were building models based upon cutaway van chassis. Within the industry, a motor home based upon a cutaway van chassis is a Class C motor home . It is built on a truck chassis with an attached cab section, which is usually cutaway van chassis based (but may also be pickup truck based or even large truck based). They are often (but not necessarily) characterized by

840-523: The number of parts used by 30%. Following the discontinuation of the IHC pickup-truck line in 1975, the S series was designed with a model-specific cab, replacing the pickup-truck cab used for the Loadstar (designed for the 1957 A series). More vertically oriented than its predecessor, the design was much wider, as well. To lower maintenance costs, all windows in the cab were designed with flat glass, including

875-568: The other. Many cutaway chassis are equipped with dual rear wheels and can handle greater weight loads than the basic vans upon which they were based. In the United States, the 1973 National EMS Systems Act, which was passed by Congress in 1974, and implemented four years later (in 1978), required that communities receiving federal funds for their programs had ambulances that met new federal specifications. The regulations included minimum width and other requirements which virtually eliminated car -based vehicles. The last American-made car-based ambulance

910-473: The rear which opens almost the full width of the body. Some models such as those offered by U-Haul use small dual rear wheels to provide the least amount of intrusion of the rear wheel wells into the cargo area. A recreational vehicle (or "RV") is a motor vehicle dually used as both a vehicle and a temporary travel home . They are also called "motor homes" and are very popular in North America. By

945-690: The school bus body companies in seeking and expanding markets. Minibuses customarily have a seating capacity of between 8 and 30 seats. They are used in a wide variety of applications. In a public transport role, they can be used as fixed route transit buses , airport buses , flexible demand responsive transport vehicles, share taxis or large taxicabs . Wheelchair accessible minibuses can also be used for paratransit type services, by local authorities, transit operators, hospitals or charities. Private uses of minibuses can include corporate transport, charter buses, tour buses , and for non-profit organizations such as churches. Cutaway van chassis also found

980-404: The standard production vans completed by the major auto and truck manufacturers (i.e. Chevrolet - GM , Dodge , and Ford ). As they began working on bigger models of their popular light-duty van products, they developed cutaway van chassis solely for use by second stage manufacturers . Busette , developed by Wayne Corporation in 1972, was the first successful small school bus to be based on

1015-473: The windshield. Similar in style to the tilting hood introduced for the Loadstar in 1972, all S-series trucks were given a tilting fiberglass hood. The S series was produced throughout the 1980s, largely unmodified, and 1987 marked several changes to the S-series trucks. To reflect the corporate transition of the company from International Harvester to Navistar International, S-series trucks received changes in their badging (alongside all International vehicles). On

1050-448: Was built in 1978. The United States General Services Administration has published a standard for ambulance construction, KKK-A-1822F, which has been adopted by many states and localities, including Nebraska, Illinois, Mississippi, Oregon, and Decatur County, Indiana. Designs based upon the cutaway van chassis with modular bodies are defined as Type III. (Type I uses pickup truck chassis and Type II are straight conversion of van with

1085-489: Was first used by International Harvester during the 1950s. During 1955 production, the R series model family underwent an update, with International renaming its light-duty and medium-duty trucks the S-series. The model designation was used through 1957, when International introduced the A-series model family as an all-new design. In April 1977, International Harvester unveiled

International S series - Misplaced Pages Continue

1120-679: Was produced through 2001, when it was replaced by an all-new 4000 series (formerly replaced by the International DuraStar, now the International MV). Replacing the S2100 and S2300, the 7100 and 8100 were introduced in 1989; the wide-body S2200 was not replaced. Configured nearly exclusively as tractors, the 8000 series was powered by the Cummins L10 diesel; the 7100 was a variant powered by the DT466. The 8000 series

1155-563: Was produced through 2001, when it was replaced by an all-new 8000 series (now the International Transtar). Again slotted below the Paystar, the 2500 and 2600 severe-service trucks dropped their S-series prefix. During the 1990s, the set-back axle 2674 was restyled with the aerodynamic hood of the 8300. The 2500/2600 remained in production through 2003, outlasted only by the 3800 school-bus chassis. Throughout its production,

1190-546: Was produced with the same cab architecture for 47 years. S-1800 Loadstar 1803 Produced 1992-1998 3800 S1800 Cutaway van chassis Cutaway van chassis are used by second stage manufacturers for a wide range of completed motor vehicles . Especially popular in the United States, they are usually based upon incomplete vans made by manufacturers such as Chrysler , Ford , and General Motors which are generally equipped with heavier duty components than most of their complete products. To these incomplete vehicles,

1225-446: Was retained, the interior and exterior underwent a complete redesign. To optimize aerodynamics, the model line was given a lower hoodline and closer-fitting fenders (with halogen headlamps and wraparound turn signals). An all-new dashboard received a redesigned instrument panel along with a two-spoke steering wheel. During its production life, the second-generation vehicles had few major changes. From 1989 to its 2001 discontinuation,

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