After picking up my Travelall and Travelette, the addiction did subside……for a while.
About three years later while searching Craigslist for Internationals I came across a truck that many boys of all ages dream of having one of their own: a dump truck! But it wasn’t just any dump truck, but the relatively rare 1510 series. This model sort of bridged the gap between the “1 ton” trucks and the Loadstar, a value priced deuce and a half. It shares the cab, I-beam front axle and springs from the 1 ton, and the basic rear axle and brakes with the Loadstar, held together by a much stouter frame and rear springs than the 1 ton.
I didn’t bite at first instead; I waited it out until the price started dropping. When it got to $500 I called the guy to set up a time to look at it; during the call he dropped the price to $300 almost immediately. When I arrived I got a little history on the truck, which had been used in their roofing business. They had purchased it at a city of Tacoma fleet auction with what he called a gravel bed. They had extended it, and the high sides were fabricated for hauling roofing debris. Once I looked at the Line Set Ticket I found it was originally purchased by WA DOT.
In the mean time I have come across three of its brothers from the same purchase, though with their beds in the original configuration. While one of the earlier ads was running someone had came and looked at it and tried to get it running. They replaced the points and even “rebuilt” the carb. I corrected the point adjustment, and firing order and it started up but it was flooding badly. However it did run so I figured what the heck, and made arrangements to come back and pick it up when I had someone to drive me there and follow me home.
Rather than mess with the carb that was on there. I pulled the one off of my Cab Top and swapped it on. Now it would idle, so I set the timing. The one problem was that the oil definitely had a lot of gasoline in it, so I changed it before we got under way. The cheapo under-dash gauge wasn’t showing any oil pressure, but considering how long I’ve driven these engines without oil pressure before, I figured it would make it the 20 or so miles home even if it truly didn’t have pressure.
The brakes were a little sketchy with a softer pedal than I’d really like and a definite heavy pull. So we set out to take the long way home. At one point while winding our way through one of the towns along the way, there was a cop sitting and taking radar in a store parking lot. Now I didn’t get a trip permit and with the looks of the truck I was sure I was going to get pulled over. Luckily he didn’t come after me.
After making it out of the last town it died. Thankfully we were only a couple of flat miles from the shop so we pulled out the tow rope I’d brought along and hooked it up to my buddy’s Ranger. We putted along at 25 mph or so and made it to the shop without sweating too many bullets from not having power assist on already iffy brakes.
A mudflap installed with the bed by Aristocrat the upfitter for beds ordered from IH.
The following Monday I went into the shop to mess with it some. I quickly found out why it had died: the fuel filter was packed solid with rust. After swapping that out it was running good again. However the lifters were starting to rattle and I could hear a slight knock occasionally. Pulling a valve cover I was greeted with a large amount of oil and gunk flowing out. The gasoline had been in there long enough that it had broken all the years’ of sludge and scale free and plugged the return ports in the heads. Dropping the pan revealed an oil pump pickup screen that was blocked from all the gunk that had been broken free. Cleaning everything out, I stuck it back together and fired it up. It did now show pressure, but that knock was still there.
I had a parts truck with a 345 that I knew was a good runner, so I figured the best thing to do was to swap that one in. However, I also had a 345 that I obtained as part of a package deal. A couple of years prior I had came across a guy that had parted out a truck and had a couple of things left: a tilt column, topped with the Rallye wheel, and a 345 engine that had a 4bbl intake manifold on it. I got the entire lot for about the going price for just the column, wheel, or manifold individually.
A few months before, we had purchased one of Snap-On’s new cameras with the head small enough to fit in a spark plug hole. So before taking the engine out of the parts truck figured I’d take a looksie in there. Sticking the camera down all the holes on one bank I found clear cross hatching on the cylinder walls and .030 stamped on top of the pistons. Scraping some of the crud off revealed that all the core plugs were aftermarket. So I had an engine that had been rebuilt.
I dragged it home and went about converting it from Scout to truck-spec dress. I had most of the parts in my stash, including a rebuilt non-Scout oil pump. While it was out I figured it would be a good idea to clean and paint it up as well as put on new water and fuel pump since I had them in stock too. I pulled off the 4bbl manifold since I didn’t have a known good 4bbl carb and put on a 2bbl unit I had. I then tore into the carb that had come with the truck. It did have new gaskets and such but the root of the problem was quickly figured out.
The person who had attempted to rebuild it had stripped the threads in the metering body that the power valve screws into. Because the power valve was just sitting in there it caused a direct path from the fuel bowl to the manifold. I went to the parts shelf and grabbed the carb that was on my Travelette when I brought it home and robbed the metering block and parts for adjusting the genuine Holley needle and seat. Once it was all together I popped it on the Scout I had borrowed the carb from and it worked perfectly.
I then took it all down to the shop and one afternoon when things were a little slow, I swapped it out. It fired right up and within a few seconds it was running better than any other of my IHs. Next up were the brakes. Since the GVW is just under 15,000lbs, I wanted to make sure everything was perfect, particularly the hydraulics. Of course nobody lists the 1510 series trucks in their catalogs, but I had purchased a reprint of the IH parts catalogs and found the OE numbers there. Going to Napaonline and plugging in those numbers and the wheel cylinders showed it as being in the local warehouse.
I found the part number on the master cylinder and located a brake specialty house in Portland that had three on the shelf. Even with wholesale and brother discounts I still spent around twice what I had paid for the truck, but when all was said and done, the brakes are all as good as they could be. Since it has a driveline parking brake and I had a Mico Leverlock, I added it that while I was at it.
With all that squared away it was time to take it to the dump and get rid all the stuff that had accumulated in its bed during the seven years it had sat. I pulled up to the area for dump trucks pulled the levers and the bed went up a 1/2 inch or so and stopped. So I had to pull over to the regular area and unload by hand; I was not happy. When I got back to the shop I started checking out the hydraulics. I found that the “tank” for this system is the outer portion of the cylinder and its fill is right up against the bed when it is in the down position. I drilled a couple of holes on either side of the cylinder where the fill was and pulled out the plasma cutter. I then filled it up with hydraulic fluid and it worked like it should. A quick trip to the local metal store and a couple of hinges and I could check and fill the system with the bed down.
Since then it has hauled several tons of garbage and gravel. It really beats me up when I’m driving it, but much less so than unloading tons of material manually. I do wish it had the two speed rear end so it’ top speed wasn’t 55mph. Power steering would be nice, but since it only sees use about a half dozen times per year, I can live with it as it is. Eventually I’ll likely swap the cab with one from that parts truck but until then I’ll just be careful to not drop anything through the floor when driving.
So this is the final chapter for now; I’ve covered all the Internationals I’ve owned, at least those that weren’t bought as parts trucks. But I still have the addiction, and there are a couple of rigs that are on my wish list. First and foremost is the Wagonmaster as pictured above. It was IH’s answer to the 5th wheel craze, and in the 1010 version it was a vehicle that would pull a 5th wheel and still fit in the standard garage. Never mind the fact that to mount a hitch in it’s bed means putting the hitch point well behind the rear axle center line, negating the benefit of the 5th wheel design. I have come across quite a few but of course when I found them I didn’t have the cash to buy another toy and when I’ve had the cash I couldn’t find one, at least one worth what they wanted for it.
The other truck on my list is a Scout Sportop, IH’s response to the burgeoning pony and personal car segments. Yes it’s a serious stretch to consider it competition for a Mustang or even worse a Thunderbird, but I think it is a cool looking little SUC (Sport Utility Coupe). You’ve got to admit that it puts the Mustang and T-Bird to shame in the length of the hood to decklid ratio.
While I do have some other brands and models that will eventually get their own COAL , the FIRST FRC robotics season is approaching, so they will have to wait. I do want to thank all the readers for their nice comments during this series and Paul for letting me share these stories so far.
Great collection you have there. Always a good read!
Really enjoyed your series Eric! You are one dedicated dude.
Eric, I have enjoyed every one of these. This one really reminded me of an International 3/4 ton that was assigned to my dad years ago. Black, regular cab, and he says it was a three speed on the column. That was an awesome sounding old pickup.
Great read, each of them. Wish I had the mechanical talents you do to basically take crusher fodder and return to usefulness.
Remember a friends 73 Travelall, had such a sweet exhaust note.
Great series of articles. I do have a soft spot for old IHC trucks, having once been a mechanic for the BC Highways Department many moons ago. Plenty of Internationals of all sizes were in the fleet. There were a few 1510s around with garbage packer bodies on them back in those days, and we had to remove the Mico locks after a series of accidents. I’m not even sure if they are legal now. These were tough, tough trucks that could work long and hard, but no fun to drive.
They are still legal in the US. I’ve installed lots of them, usually the dual-lock. In fact I just installed one two weeks ago.
hi eric id like to get in contact if possible, i have a 1971 IH 1510 EIGHT, i have not found much info on it thus far and would like some guide lines if that will be alright. my mail is piesangsww@gmail.com
Eric: I salute your mechanical skill and willingness to take on such projects. And devotion to “fixing it right the first time” (I would have just winched up the bed and poured some hydraulic oil in). What is that box in between the cab and bed-some sort of tool shed?
I did consider grabbing the fork lift and trying to use it to lift the bed, but I figured since it does leak and I’m probably not going to fix that right due to cost, better off to make a hatch. Of course that means that I can’t be leaving it loaded for long periods of time lest I end up hand unloading again.
Yup it’s a tool box and all of the ex WA DOT 1510 trucks that I’ve seen have the same one.
I’ve enjoyed your series of Cornbinder stories too.
My father had a 1949 KB11F that he used to haul the lowboy trailer, and which had a double-drum winch mounted behind the cab, a 1955 R-110 long box pickup, a 1964 900 pickup, and a 1970 Scout, all of which I had some experience with. He also had various TD14, TD18, and TD24 bulldozers over the years. I could fiddle with them and do simple stuff like punching fires, but I never was a real cat-skinner.
What’s the deal with the Green Buick in the first pic?
Mr. VanBuren, This is difficult to say..
You may be an Automobilaholic.
The good news is it’s controllable.
The first step is to lay off of CL and Egouge.
Second is to perfect at least one “project”.
After that it’s all up to you.
I speak from experience. I once had the second largest L body Mopar collection in the Midwest. 😀
Now, if you happen across an IH refrigerator for cheap let me know.
If I happen across an IH refer cheap it’s going in my collection ;). Years ago I almost got one for free. A lady, my wife worked with, was selling the house she had lived in for a long long time. In the basement rec room she had her mother’s old IH refer where it had been in use for decades. She asked her sons if either of them wanted it and they didn’t, until they heard that she was giving it to me.
I’ve loved all your stories Eric – learning about unfamiliar vehicles is great, and it’s even better hearing first hand about the finer details from an owner’s perspective. This 1510 is my favourite so far – because of the huge wheel-to-cab-size ratio! There’s something about big truck wheels on a smaller cab that looks fantastically muscular. 🙂
Great series. I am envious of anybody with his own dump truck. I hope you find your elusive targets. I among Surprised that you are not seeking a 60s Travelall.
It is probably a good thing that I don’t have the kind of space you must have at home.
This truck does have the optional 20″ wheels instead of the standard 17″. With the 17″ wheels the 1510 used the same fenders as the 1310 and lower series trucks. If you look at the shot with both trucks side by side you can see the difference. It is even more exaggerated on mine since the tires are not 8.25-20 instead of the stock size of 7.50-20. The tires are about 38″ I’d love to find a set of the 20″ wheel fenders for my Travelette.
Great story, a man after my own heart. You mentioned about being careful not to drop tools thru the (open) floor boards?? Rusted out? So of course curiosity has the better of me here….how do you manage to get this truck insured and plated for the road? Up here to get that truck..(over 10,000 gvw).. plated would require full inspection and I see… ” FAIL – NOT ROADWORTHY “. What’s your magic 😉
I’m curious about the medium-duty Chevrolet in your avatar. I never liked trucks as a kid but grew to appreciate them over the years. There’s a part of me that would really like to restore one to original as I’m now an enthusiast. I get a real kick out of seeing original old Fords, Chevies, & IHs.
YouTube videos of Detroit Diesel engines, Fishbowl buses, and drivers shifting multiple-speed transmissions aggravate this potential obsession.
Yes..the orange Chev. A 1967 Chevrolet C50 ( 2 ton ) single axle truck with 14′ wooden stake side hoist out back. GM 292 six cylinder with 4 speed transmission and 2 speed rear axle. Armstrong steering and power brakes. Radio delete. That’s it for options.
I pulled this ole girl out of a tree shelter belt in November 2011. Been sitting there for going on 8 years or so. Not running, front tires flat. Paid $400 clams for her. Aired up the cracked tires, and dragged it home with the pick up truck, mind you that was after farmer joe yanked it out with his 4×4 tractor.
Got her home with 4 square tires which had rounded somewhat after 3 miles of gravel.
These trucks are simple, simple, simple. Changed the oil out for some 5w-30 and new filter. Ran a new gas hose to a gallon jug. Put a fresh battery in…dumped copious amounts of gas down the carb throat and she fired up immediately. Linkage on the carb was all seized up..sloshed some WD40 and some other penetrant, but to no avail. Butterfly all seized up as well.
Put rebuilt carb on and she purrs like a kitten. Used it a few times in the summer as a water truck. Have a 800 gal tank along with hose reel and pump in the box.
Major problem right now, is no brakes, nada. So this adds a new dimension to the driving experience. Keep it in low gear and shut off engine while it’s in gear to act as brake. If that fails…head for the ditch!
Multiple speed transmissions….nah…simple 4 speed. If you can pilot a 5 speed Honda Civic…..you’re in. Only need the 2 spd rear axle if your loaded down and even that’s easy to master.
Still lots of these trucks around. Brake drums are scarce as hens teeth, gotta find used. Still lots to do as time/money permits.
You should buy one.
Nice! Right up my alley. It’s so cool that you saved this one from the scrappers.
It’s a shame you guys are far away from NC because I have access to one gem of a scrapyard that frequently gets stuff like this in. I keep ‘lists’ from several friends for oddball parts & it’s a thrill whenever I’m able to score them something.
I’m “hiding” probably close to fifty vehicles on less than three acres right now so obtaining one of these big guys is probably “out” for awhile! A V6 GMC would probably be the only loophole 🙂
No inspection required in my state.
The state of Washington doesn’t require vehicle inspections for registration. Well, except initially for vehicles coming in from another state/country.
Sweet deal. We used to have that in Manitoba as well until about 1996 or so. Now there are several hurdles and hoops to jump over and thru before you can plate a vehicle. And if it’s over 10,000 GVW, then the motor vehicle branch gestapo’s get their knickers in a knot if all the i’s aren’t dotted and t’s crossed, even if you just want to run ‘farm’ plates. Gone are the days when you could go out and buy a vehicle and then just slap some plates on and go. Well…I still do and try and fly below radar. Worked so far, but does help if you live in the boonies. 🙂
There isn’t even one required for out of state vehicles anymore, and those inspections were just to verify the serial number on the vehicle matched the title.
I forgot to mention – my favorite part is the mudflaps from my hometown. 🙂
The mudflap is one of my favorite parts too. They have to be pretty rare nowadays even though at one point every IH that was ordered with the “factory installed” bed got a pair.
I’m curious, I juts recently purchased a 1973 International 1510 with a Vermeer TS-44T Tree Spade mounted on the back.
The rear drum brakes have seized on me. As I’m right in the midst of using an acetylene torch to heat up the rear dually’s and lug nuts to get them off, I figure I’d line up some rear brake drums expecting to have to replace them. I did a quick search but can’t find them anywhere.
Could you give me the part numbers?
Thanks!
Nick L.
Your collection is envious…including the Buick!
IH’s were always overbuilt. More-so than any other.
I had a ’73 1210 3/4 ton that was as stout as any other 1 ton.
Bought it in WA. for 1500 clams and drove it to Maine without one hick up.
A rust free IH is unheard of up here!
1970 International Dump Truck for sale. Runs smooth, newer tires. $3500 obo
I just purchased a 1973 1510 With brake issuses. Is the copy of the parts breakdown still available.? Also looking for a left offender if you know where one happens to be. Any help would be appreciated.
Check a guy in chehalis wa called goldline brakes directory assistance can give you a good number or brake systems in Portland I have a 1972 with a similar problem so good luck.Dan from Dan