partsnow/us-heavy-duty-trucks huggingface dataset:
Mack Trucks Granite (2002–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Severe-Duty | Rating: Up to 92,000 lb GVWR
Engines: Mack MP7; Mack MP8 | Horsepower: 325–505 hp
Applications: Dump; Mixer; Plow
The construction-site bulldog.
Introduced in 2001, the Granite is Mack's flagship Class 8 vocational truck for dump, mixer, roll-off, and refuse work, and it remains in continuous production with an all-new generation unveiled in 2026. Citing IHS Markit U.S. registration data, Mack has touted the Granite as the No. 1-selling heavy-duty conventional straight truck in the United States.
Mack Trucks Titan (2008–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Heavy-Haul | Rating: Up to 250,000 lb GCWR
Engines: Mack MP10 | Horsepower: Up to 605 hp
Applications: Heavy haul; Oversized loads
Mack's biggest, baddest highway tractor.
Mack's heaviest highway truck, the Titan, was launched for Australian road-train operators in 1995 and brought to North America in 2008, where it is powered by the 16-liter MP10 big-block rated up to 605 hp and 2,060 lb-ft of torque. Built for extreme heavy haul, it is engineered to pull gross combination weights of up to 200 tonnes, and in Australia an even hotter 685 hp MP10 made it one of the most powerful conventional prime movers on the road.
Mack Trucks LR (2015–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Mack MP7; Cummins L9; Mack electric | Horsepower: Up to 425 hp
Applications: Refuse; Recycling
The low-entry trash specialist — now electric, too.
The low-cab-forward LR refuse chassis became the basis for the Mack LR Electric, the company's first battery-electric production truck, developed at the request of New York City's Department of Sanitation, which took delivery of the first demonstrator in 2020 before serial production began in 2021. Its dual integrated motors deliver up to 536 peak horsepower, and two-stage regenerative braking recaptures energy from the hundreds of stops a garbage truck makes each shift; the current model carries 376 kWh of battery.
Mack Trucks MD Series (2020–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 6; 7 | Body type: Medium-Duty | Rating: 25,995–33,000 lb GVWR
Engines: Cummins B6.7 | Horsepower: 200–360 hp
Applications: Dry van; Stake; Dump; Tow
Mack's return to the medium-duty class.
Launched in 2020 with serial production starting that September, the MD Series marked Mack's return to the medium-duty market after roughly a 17-year absence, backed by a Mack's first medium-duty truck in decades when it launched.3 million new assembly operation in Roanoke Valley, Virginia. The Class 6 MD6 carries a 25,995-lb GVWR that lets it be driven without a commercial driver's license on non-hazardous loads, while the Class 7 MD7 is rated at 33,000 lb.
Mack Trucks TerraPro (2007–2021)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Mack MP7; Cummins L9 | Horsepower: Up to 405 hp
Applications: Refuse; Construction
The cabover refuse and concrete specialist.
The cab-over TerraPro was an early pioneer of natural-gas refuse trucks: in 2010 Mack offered the TerraPro Cabover with a 9-liter Cummins Westport ISL G engine rated at 320 hp that ran on CNG or LNG, giving fleets a low-emission alternative for garbage and concrete-pump work. Its Low Entry refuse variant was eventually replaced by the Mack LR in 2018.
Mack Trucks Pioneer (2025–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Mack MP13; Mack MP13 HE | Horsepower: 415–515 hp
Applications: Long-haul; Over-the-road
Mack's new flagship, redefining the long haul.
Launched in 2025 as Mack's new on-highway flagship, the Pioneer debuts the next-generation MP13 engine and a 99-inch high-roof sleeper with the FlexSuite system; Mack claims up to 11% better fuel efficiency than the Anthem, which remains in the lineup alongside it.
Mack Trucks Keystone (2026–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Severe-Duty | Rating: Up to 80,000 lb GCWR
Engines: Mack MP13 | Horsepower: Up to 540 hp
Applications: Construction; Logging; Agriculture; Heavy-haul
The new standard for severe-duty Class 8 work.
Unveiled at ConExpo-Con/Agg 2026 as the direct replacement for the Pinnacle, the Keystone is a purpose-built vocational tractor offered for the first time in both axle-forward and axle-back configurations, with up to 6% better fuel efficiency than the Pinnacle. Order books open in Q3 2026.
Mack Trucks MD Electric (2024–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 6; 7 | Body type: Electric | Rating: Up to 33,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Last-mile delivery; Pickup & delivery; Regional
Mack's medium-duty workhorse goes all-electric.
A battery-electric variant of the MD distinct from the diesel MD Series, it runs a permanent-magnet synchronous motor on a 150kWh (two-battery) or 240kWh (three-battery) NMC lithium-ion pack for up to 230 miles of range and as much as 19,400 lb of payload.
Mack Trucks LR Electric (2021–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Electric | Rating: 66,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Refuse; Recycling
The zero-emission garbage truck that already works the curb.
A battery-electric refuse model distinct from the diesel LR, the next-generation LR Electric uses twin motors making 448 continuous horsepower and 4,051 lb-ft of peak torque from zero rpm, fed by a standard 376kWh battery for a full day's refuse route.
Mack Trucks CH Series (1988–2007)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Day Cab | Rating: Up to 80,000 lb GCWR
Engines: Mack E7; Mack ASET | Horsepower: 300–460 hp
Applications: Long-haul; Regional; Vocational
The conventional that carried Mack into the modern highway era.
Introduced in 1988 alongside the E7 engine, the CH (and its later CHN derivative through 2007) was Mack's volume on-highway conventional for nearly two decades and is the truck the Pinnacle was built to replace.
Mack Trucks CL Series (1993–2007)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Heavy-Haul | Rating: Up to 130,000 lb GCWR
Engines: Mack E7; Cummins ISX | Horsepower: 400–600 hp
Applications: Heavy-haul; Oilfield; Logging
The CH's muscled-up cousin built to pull serious tonnage.
Introduced in 1993 as the CL700 directly replacing the discontinued RW Super-Liner, it used a longer hood and set-back front axle on a heavier frame, accepting big-bore engines like the Cummins ISX, and ran until 2007.
Mack Trucks Vision (1999–2007)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Mack E7; Mack ASET | Horsepower: 330–460 hp
Applications: Long-haul; Over-the-road
Mack's aero highway sleeper before the Anthem name existed.
Sold as the CX Vision, it was Mack's premium aerodynamic highway tractor of the early 2000s and was phased out alongside the CH/CHN when the Pinnacle launched in 2007.
Mack Trucks RD Series (1966–2004)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Severe-Duty | Rating: Up to 80,000 lb GVWR
Engines: Mack E6; Mack E7 | Horsepower: 250–460 hp
Applications: Dump; Mixer; Construction
The construction-site conventional that defined Mack tough.
Models like the RD688S were ubiquitous tri-axle dump, mixer and roll-off trucks, and 2004 was the final model year before the Granite fully took its place.
Mack Trucks DM Series (1965–2005)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Vocational | Rating: Up to 80,000 lb GVWR
Engines: Mack E6; Mack E7 | Horsepower: 250–400 hp
Applications: Mixer; Dump; Construction
The set-back-axle mixer chassis Mack built for decades.
With its signature offset cab and set-back front axle for tight turning under a mixer drum, the DM was an R-series-based vocational chassis that ran alongside the RB until both were discontinued around 2005.
Mack Trucks Super-Liner (1977–1993)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Heavy-Haul | Rating: Up to 130,000 lb GCWR
Engines: Mack E9 V8; Mack E6 | Horsepower: Up to 500 hp
Applications: Heavy-haul; Oilfield; Long-haul
The big-grille V8 brute of Mack's golden age.
The RW Super-Liner is famous for offering Mack's 500-hp E9 V8, and after its 1993 discontinuation it was succeeded by the CL700.
Mack Trucks R Series (1966–2005)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Day Cab | Rating: Up to 80,000 lb GCWR
Engines: Mack E6; Mack E7; Mack E9 V8 | Horsepower: 237–500 hp
Applications: Long-haul; Vocational; Construction
The conventional that built Mack's reputation for nearly 40 years.
One of the longest-running truck designs ever, the R series was produced from 1966 to 2005 and spawned the RD, RW Super-Liner and U-series offset-cab variants.
Mack Trucks MR Series (1978–2007)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Mack E6; Mack E7 | Horsepower: 250–355 hp
Applications: Refuse; Recycling; Vocational
The low-cab-forward cabover that ruled the curb for 30 years.
Introduced in 1978 as the MC/MR 'Cruise-Hauler,' the MR low-cab-forward cabover with its set-back front axle dominated refuse routes until it was upgraded into the MRU/TerraPro in 2007.
Mack Trucks LE Series (1994–2016)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Mack MP7; Cummins ISL; Cummins ISM | Horsepower: 250–355 hp
Applications: Refuse; Recycling
The low-entry refuse cabover that paved the way for the LR.
The LE introduced Mack's low-entry refuse cab in 1994, evolved into the CNG-capable LEU in 2009, and was directly replaced by today's LR in 2016.
Mack Trucks MS Midliner (1979–2001)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 6; 7 | Body type: Medium-Duty | Rating: Up to 33,000 lb GVWR
Engines: Renault/Mack 6-cylinder diesel | Horsepower: 175–250 hp
Applications: Local delivery; Municipal; Beverage
Mack's Renault-built medium-duty class entry.
Co-developed with Renault from 1979 and built by RVI in France, the Mid-Liner MS series was Mack's medium-duty Class 6/7 truck (e.g. MS200/MS300), produced into the early 2000s before Mack exited the segment.
International LT Series (2017–present)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: International S13 Integrated; Cummins X15 | Horsepower: 400–605 hp
Applications: Long-haul; Regional
International's aero flagship for the highway.
Launched on September 30, 2016 in Las Vegas as International's driver-centric Class 8 on-highway flagship and the replacement for the 10-year-old ProStar, the LT (for Line-haul Tractor) debuted with the new 2017 Cummins X15 rated up to 565 hp in the performance series. Its reworked aerodynamics delivered roughly 7% better fuel economy than a 2017 ProStar with the Cummins ISX15, and the Bendix Wingman Advanced collision mitigation system came standard on every model in the series.
International RH Series (2018–present)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Day Cab | Rating: Up to 80,000 lb GCWR
Engines: International A26; Cummins X15 | Horsepower: 370–515 hp
Applications: Regional; Pickup & delivery
Regional hauler built around driver comfort.
Introduced in 2017 as International's purpose-built Class 8 regional-haul tractor, the RH Series made Bendix Wingman Advanced collision mitigation standard, which International billed as an industry first in the regional-haul market. It is powered by the new International A26 12.4L engine -- 600 to 700 pounds lighter than a traditional 15L big-bore -- and its up-to-50-degree inside wheel cut yields a tight 27-foot-10-inch curb-to-curb turning radius for city work.
International HX Series (2016–present)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Severe-Duty | Rating: Up to 92,000 lb GVWR
Engines: International A26; Cummins X15 | Horsepower: Up to 605 hp
Applications: Heavy haul; Dump; Crane; Oilfield
Premium severe-service flagship.
International's severe-service conventional, the HX debuted in 2016 and was fully redesigned in November 2020 as the first new product under the Navistar 4.0 strategy and Project Compass. The set-back-axle HX620 can be ordered with the Cummins X15 making up to 605 hp and 2,050 lb-ft, rides on a 12.5-inch by 0.5-inch single-rail frame rated at 3.5 million RBM, and uses International's programmable Diamond Logic electrical system for body integration.
International HV Series (2018–present)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 7; 8 | Body type: Vocational | Rating: Up to 66,000 lb GVWR
Engines: International A26; Cummins L9 | Horsepower: Up to 515 hp
Applications: Dump; Plow; Utility
The bread-and-butter vocational International.
Unveiled in September 2017 for the 2018 model year as the replacement for the steel-cab WorkStar, the HV (Heavy Vocational) is powered by the standard International A26 12.4L big-bore engine. It brought over-the-road comfort to vocational work by borrowing its cab interior from the LT long-haul and RH regional-haul tractors, and is rated up to 73,000 pounds GVWR for dump, mixer and refuse duty.
International MV Series (2018–present)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 6; 7 | Body type: Medium-Duty | Rating: 25,500–33,000 lb GVWR
Engines: International A26; Cummins B6.7 | Horsepower: 220–350 hp
Applications: Delivery; Utility; Municipal
The flexible medium-duty backbone.
Unveiled at the 2018 Work Truck Show as the eventual successor to the long-running DuraStar, the Class 6/7 MV Series completed Navistar's Project Horizon product refresh and pushed Class 8 cab comfort down into medium duty. It runs Cummins B6.7 and L9 engines with the Allison 1000 HS automatic standard and Allison's DynActive Shifting available, and uses International's Diamond Logic electrical system offering nearly 200 factory body-integration and driver-efficiency features.
International LoneStar (2008–2023)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Cummins X15; International A26 | Horsepower: Up to 605 hp
Applications: Owner-operator; Long-haul
Retro-styled showpiece inspired by the 1930s.
Unveiled at the 2008 Chicago Auto Show -- billed as the largest road vehicle ever shown at the event -- the LoneStar was Navistar's premium flagship, its swept-back grille and hood styled as an "Advanced Classic" inspired by the late-1930s International Harvester D-series. After a run spanning the 2009 to 2024 model years, the final LoneStar (the 7,077th unit built) rolled off the Chatham, Ontario line in December 2023 and was delivered to a Canadian carrier that had helped develop the truck.
International ProStar (2006–2017)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Cummins ISX; MaxxForce 13 | Horsepower: Up to 600 hp
Applications: Long-haul; Regional
The aero workhorse that sold by the hundreds of thousands.
The result of five years and roughly $300 million in development, the ProStar (2006-2016) was built to deliver class-leading fuel efficiency for Class 8 on-highway work. Independent on-road testing confirmed it averaged 5.7% better fuel economy than the Freightliner Cascadia -- a margin Navistar pegged at nearly $4,000 a year (about 1,300 gallons) at 144,000 miles and $3 per gallon; the platform was later relaunched as the International LT.
International DuraStar (4300/4400) (2001–2018)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 6; 7 | Body type: Medium-Duty | Rating: Up to 33,000 lb GVWR
Engines: International DT466; MaxxForce DT | Horsepower: Up to 300 hp
Applications: Delivery; Tow; Utility
The medium-duty fleet standard for two decades.
Launched in February 2001 as the 4000 series, this line was International's first completely new truck since the 1979 S-series and was co-developed with Ford through the Blue Diamond Truck joint venture, assembled in Mexico. Carried over from its predecessors was the legendary DT466 diesel (rebranded MaxxForce DT for the 2008 model year); the range was renamed DuraStar in 2008 and ran until being replaced by the MV Series in 2018.
International WorkStar (7400/7600) (2008–2020)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Vocational | Rating: Up to 66,000 lb GVWR
Engines: International DT570; MaxxForce; Cummins ISL | Horsepower: Up to 475 hp
Applications: Dump; Plow; Concrete
The vocational workhorse of its era.
The WorkStar arrived for the 2008 model year when International dropped its numeric "thousand series" badging (7000, 8000, 9000) in favor of descriptive names, rebranding the 7400/7600 severe-duty trucks with a new hood, grille and MaxxForce engine options. Built for tough vocational work, it offered 6x4 and 6x6 tandems plus an unusual 8x6 tridem on the 7600, with ratings up to 76,000 pounds GVWR before the HV Series replaced it in 2018.
International CV Series (2019–present)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 4; 5; 6 | Body type: Medium-Duty | Rating: Up to 22,900 lb GVWR / 37,500 lb GCWR
Engines: International 6.6L V8 (Duramax L5D) | Horsepower: 350 hp
Applications: Construction; Landscaping; Towing; Utility; Municipal
Commercial-grade muscle from the only Class 4/5 truck built by a real truck company.
The CV Series shares its 6.6L Duramax V8 and cab with the Chevrolet Silverado Medium Duty, built through a GM–Navistar joint venture, but rides on a commercial-grade straight frame with a clean cab-to-axle area for easy body mounting.
International eMV Series (2022–present)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 6; 7 | Body type: Electric | Rating: Up to 33,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive (up to 342 hp)
Applications: Pickup & delivery; Beverage; Box truck; Utility; Last-mile
The zero-emission medium-duty workhorse, built on the proven MV.
The eMV runs a 210-kWh lithium-iron-phosphate battery delivering up to 1,737 lb-ft of torque and a range of up to 135 miles, with DC fast charging that can top it off in under two hours.
International PayStar (1972–2016)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Severe-Duty | Rating: Up to 92,000 lb GVWR
Engines: Caterpillar C15; Cummins ISX; International MaxxForce 13 | Horsepower: 330–600 hp
Applications: Construction; Dump; Mixer; Heavy hauling; Oilfield
The set-back-axle severe-duty legend that conquered the jobsite.
Born in 1972 as a construction-spec Transtar, the PayStar ran for over 44 years; its final 5900i set-back-axle generation was redesigned into the modern International HX Series for 2017.
International TranStar (2002–2017)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Day Cab | Rating: Up to 110,000 lb GCWR
Engines: International MaxxForce 11; International MaxxForce 13; Cummins ISX | Horsepower: 330–475 hp
Applications: Regional haul; Local delivery; Vocational
The regional-haul tractor built to grind out the short runs.
Launched as the 8000 Series in 2002 and renamed TranStar in 2007, the 8500/8600 was International's regional day-cab tractor; it was replaced by the RH Series in 2017.
International 9900i (1999–2017)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Cummins ISX; Caterpillar C15; International MaxxForce 13 | Horsepower: 385–600 hp
Applications: Long-haul; Owner-operator; Show truck
The square-hood, long-nose icon for owner-operators who wanted to be seen.
The straight-hood 9900i Eagle was International's answer to the Kenworth W900 and Peterbilt 379 in the chrome-and-leather owner-operator market; the last one rolled off the line in 2017 after a 46-year run for the 9000 family.
International 4700 / 4900 (4000 Series) (1989–2002)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 6; 7 | Body type: Medium-Duty | Rating: Up to 33,000 lb GVWR
Engines: International DT466; International DT530 | Horsepower: 175–300 hp
Applications: Box truck; Dump; Tow; Crane; Municipal
The DT466-powered medium-duty backbone that just won't die.
The 4700/4800/4900 carried the legendary DT466 inline-six — an engine International built over 2 million of and famous for being nearly impossible to kill — before the line was replaced by the next-generation 4000 series (later DuraStar 4300/4400) in 2001–2002.
International TerraStar (2010–2015)
Manufacturer: International (parent: International Motors, LLC (Traton SE / VW Group)), headquartered in Lisle, Illinois, USA, founded 1902
Class: 4; 5 | Body type: Medium-Duty | Rating: Up to 19,500 lb GVWR
Engines: International MaxxForce 7 (6.4L V8) | Horsepower: 220–300 hp
Applications: Utility; Towing; Landscaping; Municipal; Delivery
Medium-duty toughness in a Class 4/5 package, available in 4x4.
The TerraStar was killed off after 2015 when Navistar abandoned EGR-based emissions and dropped its only engine, the MaxxForce 7 V8 — leaving the segment empty until the CV Series arrived in 2019.
Western Star 49X (2020–present)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Severe-Duty | Rating: Up to 160,000 lb GCWR
Engines: Detroit DD13; Detroit DD15; Detroit DD16 | Horsepower: Up to 605 hp
Applications: Heavy haul; Mining; Logging; Oilfield
The flagship severe-duty brute.
Launched in 2020 as the first of Western Star's clean-sheet X-Series, the 49X introduced the industry's first high-strength single-channel frame rail rated at 3.8 million RBM with no insert, and was the first Western Star ever offered with the Detroit Assurance suite of active safety systems. It was built to replace the long-running 4900 vocational flagship while coming out roughly 350 pounds lighter.
Western Star 57X (2021–present)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit DD13; Detroit DD15 | Horsepower: Up to 505 hp
Applications: Long-haul; Premium owner-operator
Western Star goes premium on-highway.
Introduced in 2022 as Western Star's all-new on-highway tractor, the 57X is the most fuel-efficient truck the brand has ever built, running 5.8 percent more efficient than the 5700XE it replaced. It pairs Gen 5 Detroit DD13, DD15 and DD16 power with reworked cab and chassis aerodynamics, including flexible chassis skirts that fill the gap between cab and chassis.
Western Star 47X (2021–present)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Vocational | Rating: Up to 92,000 lb GVWR
Engines: Detroit DD13; Detroit DD15 | Horsepower: Up to 505 hp
Applications: Dump; Mixer; Construction
The vocational workhorse of the X-series.
Added to the X-Series in September 2021 as a lighter, weight- and length-sensitive sibling to the 49X, the 47X is 10 inches shorter and about 200 pounds lighter spec-for-spec, engineered specifically to hit the roughly 16,100-pound target the concrete-mixer market demands. Its new 9.5mm frame rail delivers the same strength rating as an 11mm rail while shaving nearly 100 pounds.
Western Star 4700 (2010–2022)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Vocational | Rating: Up to 92,000 lb GVWR
Engines: Detroit DD13; Cummins L9 | Horsepower: Up to 505 hp
Applications: Dump; Mixer; Refuse
The accessible vocational Star.
Unveiled on March 8, 2011 at the Work Truck Show in Indianapolis, the 4700 was Western Star's lighter, lower-cost vocational series slotted beneath the heavier 4900, covering gross weights from 33,000 to 64,000 pounds for dump, mixer, plow, roll-off and sewer-vac work. It launched with the shortest bumper-to-back-of-cab dimension in its class at 110 inches and was offered in both set-back (4700SB) and set-forward (4700SF) steer-axle layouts.
Western Star 4900 (1990s–2021)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Severe-Duty | Rating: Up to 160,000 lb GCWR
Engines: Detroit DD15; Cummins X15 | Horsepower: Up to 605 hp
Applications: Heavy haul; Mining; Logging
The classic hand-built Star.
For decades the 4900 was Western Star's heavy-duty conventional flagship, offered with the roomy Constellation cab introduced in 1996 from a joint Western Star/DAF design, large sleepers, and even a lowered-cab Low Max variant built for auto haulers. It was retired and replaced by the next-generation 49X for the 2021 model year, ending one of the brand's longest production runs.
Western Star 5700XE (2014–2021)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit DD15 | Horsepower: Up to 505 hp
Applications: Long-haul
Western Star's aerodynamic experiment.
Unveiled on September 11, 2014, the 5700XE was Western Star's aerodynamic on-highway tractor whose 'XE' stood for 'extreme efficiency,' with its swept bodywork and fairings tuned in Daimler Trucks North America's Portland wind tunnel to cut drag by as much as 6 percent. Daimler discontinued it at the end of 2021, replacing it with the more efficient 57X.
Western Star 4800 (2008–2023)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Vocational | Rating: Up to 92,000 lb GVWR
Engines: Detroit DD13; Cummins X12 | Horsepower: 350–505 hp
Applications: Construction; Refuse; Utility; Government; Dump
The short-hood workhorse built for the dirtiest jobs in the yard.
With the shortest 109-inch BBC in the legacy lineup, the 4800 was the heavier-engined vocational sibling of the 4700 and 4900 — offered as a bare cab-and-chassis in set-forward or set-back axle layouts so a mixer, dump or crane body could be built to suit. Day-cab and short-sleeper (including a 34-inch Stratosphere) configurations were both available.
Western Star 6900XD (2000–2024)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Severe-Duty | Rating: Up to 146,000 lb GVWR
Engines: Detroit DD16; Detroit DD15; Cummins ISX15 | Horsepower: Up to 600 hp
Applications: Mining; Oilfield; Logging; Heavy haul
The heaviest-rated truck Western Star has ever built.
The twin-steer 6900XD is rated to a 146,000-lb GVWR — up to 36,000 lb on its two front steer axles and 110,000 lb on the rears — making it an off-highway extreme-duty hauler that dwarfs an ordinary Class 8. A legacy line still built for specialized mining and heavy-haul work even after the X-Series arrived.
Western Star 5800 (1990–2001)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Sleeper | Rating: Up to 52,000 lb GVWR
Engines: Detroit Series 60; Caterpillar 3406; Cummins M11 | Horsepower: 330–430 hp
Applications: Long-haul; Regional
Western Star's set-back-axle step toward the aerodynamic highway hauler.
The 5800 was Western Star's set-back-axle on-highway conventional of the 1990s — a more aerodynamic alternative to the brawny 4900 — running Detroit Series 60, Cat 3406/C12 and Cummins M11 power before it bowed out for model-year 2001.
Western Star 5900 (1989–2001)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 8 | Body type: Sleeper | Rating: Up to 52,000 lb GVWR
Engines: Detroit Series 60; Caterpillar C15; Caterpillar 3406 | Horsepower: 430–550 hp
Applications: Long-haul; Owner-operator
The big-bore Aero Tractor for drivers who wanted more cubes.
Debuting as the 5900 Aero Tractor in 1989 and sold mainly as the 5964SS, the 5900 was the larger-displacement highway sister of the 5800 — spec'd for big-bore Caterpillar 3406/C15 power before both were retired for model-year 2001.
Western Star 3800 (1988–2003)
Manufacturer: Western Star (parent: Daimler Truck North America), headquartered in Portland, OR (built in Cleveland, NC), USA, founded 1967
Class: 7; 8 | Body type: Medium-Duty | Rating: Up to 56,000 lb GVWR
Engines: Cummins M11; Caterpillar 3126 | Horsepower: 230–400 hp
Applications: City delivery; Regional haul; Vocational
Western Star's lighter-duty answer to city hauling and delivery.
Launched in 1988 as Western Star's lighter, city-focused line, the 3800 was the brand's entry into medium-duty delivery and vocational work, and remains one of the legacy series (alongside the 4800, 4900 and 6900) covered in Daimler's official Western Star heritage parts resources.
Autocar DC-64 (2016–present)
Manufacturer: Autocar (parent: Autocar, LLC), headquartered in Hagerstown, Indiana, USA, founded 1897
Class: 8 | Body type: Severe-Duty | Rating: Up to 92,000 lb GVWR
Engines: Cummins X12; Cummins X15; Cummins L9 | Horsepower: Up to 565 hp
Applications: Refuse; Construction; Dump
Purpose-built severe-duty, no compromises.
Debuted in 2019 as the DC-64R, it was the first all-new conventional-cab truck Autocar had built in 31 years, reviving the DC nameplate the company first used in 1939 for its premier diesel severe-duty work truck. It is the first truck ever built with frame rails made from ultra-high-strength 160,000 PSI steel, which Autocar says is 24% stronger and lighter than the 120,000 PSI rails used on competing trucks, and it carries the driver-facing 'Always Up' display with one-touch diagnostics that tells the operator exactly what fault occurred and how to fix it.
Autocar ACX (2016–present)
Manufacturer: Autocar (parent: Autocar, LLC), headquartered in Hagerstown, Indiana, USA, founded 1897
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Cummins L9; Cummins B6.7; Battery-electric | Horsepower: Up to 350 hp
Applications: Refuse; Recycling; Sweeping
Low-cab-forward refuse specialist.
Relaunched around 2010 as the redesigned successor to Autocar's WX cabover, the ACX is a custom-built severe-duty cabover for refuse hauling and concrete pumping, offered in 4x2, 6x4 and 8x4 configurations with Cummins ISX12 power. Autocar pioneered CNG in the refuse market back in 2004 as the first OEM to offer it, a full two years ahead of competitors, and today roughly 60% of the trucks it sells run on CNG; the cabover line later spawned the battery-electric E-ACX, whose first alpha units began field testing in Birmingham, Alabama in 2022.
Autocar ACTT (2018–present)
Manufacturer: Autocar (parent: Autocar, LLC), headquartered in Hagerstown, Indiana, USA, founded 1897
Class: 8 | Body type: Yard / Terminal | Rating: Severe-duty spotter
Engines: Cummins B6.7; Battery-electric | Horsepower: Up to 300 hp
Applications: Terminal; Yard spotter; Port
The yard tractor that never quits.
Announced in 2008 and entering service as a 2009 model, the ACTT (marketed as the Xspotter) is Autocar's purpose-built terminal tractor for shuttling trailers around yards, ports and distribution centers. Built around a Cummins B6.7 engine with a four-point premium cab air suspension and a semi-trailer auto-lock system to stop runaway trailers and broken landing gears, it gained an all-electric sibling, the E-ACTT, which Autocar announced in 2021.
Autocar ACMD (2012–present)
Manufacturer: Autocar (parent: Autocar, LLC), headquartered in Hagerstown, Indiana, USA, founded 1897
Class: 6; 7; 8 | Body type: Cabover | Rating: Up to 62,000 lb GVWR
Engines: Cummins B6.7; Cummins L9; Cummins ISL-G (CNG) | Horsepower: 200–360 hp
Applications: Refuse; Road maintenance; Municipal; Vocational
Severe-duty toughness sized for the tightest streets and alleys.
Branded the 'Xpert,' the ACMD now reaches down to a Class 6 / 26,000-lb GVWR variant so fleets can put drivers in the seat without a CDL.
Autocar E-ACTT (2021–present)
Manufacturer: Autocar (parent: Autocar, LLC), headquartered in Hagerstown, Indiana, USA, founded 1897
Class: 8 | Body type: Electric | Rating: Up to 80,000 lb GCWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Yard spotting; Intermodal terminals; Distribution centers; Ports
The first purpose-built battery-electric terminal tractor, with zero emissions and zero compromise.
Its modular pack scales to 210 kWh for up to 22 hours of runtime, and CCS-1 DC fast charging brings it to roughly 90% in about two hours.
Autocar E-ACX (2022–present)
Manufacturer: Autocar (parent: Autocar, LLC), headquartered in Hagerstown, Indiana, USA, founded 1897
Class: 8 | Body type: Electric | Rating: Up to 66,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Refuse; Recycling; Automated side loader
An all-electric refuse cabover every bit as powerful and productive as its diesel sibling.
Autocar's first all-electric refuse truck, the E-ACX uses dual electric motors and a battery-agnostic pack with Meritor e-axles; field testing began in 2022 with limited production in 2024.
Autocar WX Xpeditor (2001–2009)
Manufacturer: Autocar (parent: Autocar, LLC), headquartered in Hagerstown, Indiana, USA, founded 1897
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Cummins ISC; Cummins ISL; Cummins ISM; Cummins ISL-G (CNG) | Horsepower: 260–400 hp
Applications: Refuse; Recycling; Municipal
The severe-duty refuse cabover that built Autocar's reputation on America's collection routes.
Autocar took over the long-running White/GMC/Volvo Xpeditor line in 2001 and ran the WX until 2009, when the lookalike ACX replaced it as its main refuse truck.
Autocar WXLL Xpeditor (2001–2009)
Manufacturer: Autocar (parent: Autocar, LLC), headquartered in Hagerstown, Indiana, USA, founded 1897
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Cummins ISC; Cummins ISL; Cummins ISM; Cummins ISL-G (CNG) | Horsepower: 260–400 hp
Applications: Refuse; Recycling; Curbside collection
Same brawny Xpeditor cabover, dropped low for fast in-and-out at every curb.
The 'LL' stands for low-level entry: it shares the WX cab but adds a stand-up, step-in driving position purpose-built for stop-and-go residential refuse routes.
Hino L Series (L6 / L7) (2019–present)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 6; 7 | Body type: Medium-Duty | Rating: 25,500–33,000 lb GVWR
Engines: Cummins B6.7 | Horsepower: 200–360 hp
Applications: Delivery; Dry van; Utility
Conventional-cab medium-duty, built simple and tough.
Hino renamed its medium-duty conventionals to the L Series in late 2019 for the 2021 model year, with the Class 6 L6 and Class 7 L7 assembled at Hino's plant in Mineral Wells, West Virginia, which opened in August 2019 and builds all of Hino's Class 6, 7 and 8 conventionals. After Hino paused North American output in 2020-2021 because it could not complete 2021 EPA emissions certification for its in-house J05E, J08E and A09C diesels, the L Series was relaunched in October 2021 with a 240-260 hp Cummins B6.7 paired to an Allison automatic, marking Hino's shift away from in-house engines.
Hino XL Series (XL7 / XL8) (2019–present)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 7; 8 | Body type: Vocational | Rating: 33,000–60,000 lb GVWR
Engines: Cummins B6.7; Cummins L9 | Horsepower: 260–360 hp
Applications: Stake bed; Dump; Tow
Hino reaches up into Class 8 vocational.
Introduced in 2019, the XL Series marked Hino's first-ever entry into the Class 8 market in North America, with the Class 7 XL7 (rigid tri-axle) and Class 8 XL8 straight-truck and tractor, and made Hino the first new entrant into the North American Class 8 segment in decades. It debuted Hino's new 8.9-liter A09C inline-six, rated at 300 hp in the XL7 and 360 hp with up to 1,150 lb-ft of torque in the XL8, backed by Allison automatic or Eaton manual transmissions and Dana axles, and was assembled at Hino's new West Virginia plant.
Hino 195 / 268 / 338 (legacy) (2004–2022)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 4; 5; 6; 7 | Body type: Medium-Duty | Rating: 14,500–33,000 lb GVWR
Engines: Hino J05; Hino J08 | Horsepower: Up to 260 hp
Applications: Delivery; Beverage; Box truck
The cabover-and-conventional medium-duty range.
These were Hino's pre-2021 medium-duty mainstays before the L Series rebrand: the 268 (Class 6) and 338 (Class 7) were 600-series conventionals built from the mid-2000s to 2021 on Hino's own J08E diesel, with the 268 earning a reputation for the lowest cost of ownership in its class. The standout of the group was the 195h cabover, the first diesel-electric hybrid in the U.S. Class 5 segment, which won the American Truck Dealers' 2013 Medium-Duty Commercial Truck of the Year award.
Hino M Series (2023–present)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 4; 5 | Body type: Cabover | Rating: Up to 19,500 lb GVWR
Engines: Hino J05E (5.1L diesel) | Horsepower: Up to 210 hp
Applications: Urban delivery; Beverage; Landscaping; Tow & recovery
The tight-turning cabover that owns the city.
Hino reintroduced the cab-over M Series (M4/M5) for North America in 2023, but the company's 2025 emissions settlement put it on five-year probation barring it from importing its Japanese-built diesel engines into the U.S., freezing new diesel deliveries.
Hino Le Series (2026–present)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 6; 7 | Body type: Electric | Rating: Up to 33,000 lb GVWR
Engines: Battery-electric | Horsepower: Up to 348 hp (peak)
Applications: Last-mile delivery; Regional haul; Municipal
Hino's medium-duty future, fully electric.
Unveiled at ACT Expo 2026, the Le Series (L6e at 25,950 lb / L7e at 33,000 lb GVWR) pairs a 296 kWh Hexagon Purus ProPack with Panasonic cells and a Cummins Accelera e-axle peaking at 348 hp, charging from 10 to 80 percent in under two hours.
Hino 238 (2011–2021)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 6 | Body type: Medium-Duty | Rating: 23,000 lb GVWR
Engines: Hino J08E (7.7L diesel) | Horsepower: 230–260 hp
Applications: Box truck; Dry van; City delivery
The entry-point Class 6 workhorse.
The 238 was the lightest of Hino's conventional Class 6 trucks, sharing the J08E inline-six with its bigger 258/268 siblings but capped at 23,000 lb GVWR.
Hino 258 (2005–2021)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 6 | Body type: Medium-Duty | Rating: Up to 25,950 lb GVWR
Engines: Hino J08E (7.7L diesel) | Horsepower: 230–260 hp
Applications: Box truck; Tow & recovery; Flatbed
The low-profile Class 6 built for easy loading.
The 'LP' in the popular 258LP stood for Low Profile, a lowered ride height that made it a favorite for car-carrier and rollback tow operators who needed a flatter load angle.
Hino 358 (2005–2021)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 7 | Body type: Medium-Duty | Rating: 33,000 lb GVWR
Engines: Hino J08E (7.7L diesel) | Horsepower: 230–260 hp
Applications: Stake bed; Tow & recovery; Dump; Vocational
The heavier-duty Class 7 above the 338.
Though it shared the 338's 33,000 lb GVWR and J08E engine, the 358 was the heavier-duty Class 7 variant, adding a 120,000 psi heavy-duty frame and a standard driver-controlled locking rear for tougher vocational work.
Hino 155 (2012–2020)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 4 | Body type: Cabover | Rating: 14,500 lb GVWR
Engines: Hino J05E (5.0L diesel); Diesel-electric hybrid | Horsepower: Up to 210 hp
Applications: Urban delivery; Landscaping; Beverage
The wide-cab Class 4 cabover for tight streets.
The 155h variant was the first U.S.-market Class 4 diesel-electric hybrid, packaging Hino's hybrid drive with an automatic transmission.
Hino 145 (2005–2010)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 4 | Body type: Medium-Duty | Rating: 14,500 lb GVWR
Engines: Hino J05D (4.7L diesel) | Horsepower: Up to 175 hp
Applications: Urban delivery; Landscaping
Hino's original U.S. light conventional.
Built with the 4.7L J05D, the 145 was one of Hino's first North American conventional models before the light range was paused and later relaunched as the cab-over 155.
Hino 165 (2005–2010)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 4 | Body type: Medium-Duty | Rating: 16,500 lb GVWR
Engines: Hino J05D (4.7L diesel) | Horsepower: Up to 175 hp
Applications: Box truck; City delivery
The conventional Class 4 box-truck chassis.
The 165 was the conventional (cab-behind-engine) Class 4 of Hino's first U.S. generation, running the J05D-TD/TF 4.7L diesel before the line was replaced by the 155/195 cabovers.
Hino 185 (2005–2010)
Manufacturer: Hino (parent: Toyota Group), headquartered in Novi, Michigan (US ops), Japan, founded 1942
Class: 5 | Body type: Medium-Duty | Rating: 18,500 lb GVWR
Engines: Hino J05D / J05F (4.7L diesel) | Horsepower: Up to 175 hp
Applications: Box truck; Utility; City delivery
The Class 5 conventional for a bigger payload.
The 185 took the J05D-TA when imported from Japan and switched to the U.S.-built J05F-TF once domestic production ramped, giving it a higher payload than the 145 and 165.
Isuzu N-Series (NPR / NQR / NRR) (1984–present)
Manufacturer: Isuzu (parent: Isuzu Motors), headquartered in Anaheim, California (US ops), Japan, founded 1916
Class: 3; 4; 5 | Body type: Cabover | Rating: 12,000–19,500 lb GVWR
Engines: Isuzu 4HK1 diesel; 6.6L gas | Horsepower: 215–250 hp
Applications: Box truck; Landscaping; Delivery
America's best-selling low-cab-forward truck.
Isuzu's bread-and-butter low cab forward line has been the best-selling LCF truck in America every year since 1986, with the N-Series spanning Class 3 through Class 5 (the Class 3-4 NPR, the 17,950-lb Class 5 NQR, and the 19,500-lb NRR). The 6.6L V-8 gas N-Series won Work Truck's 2024 Medium-Duty Truck of the Year award - Isuzu's fourth win in the award's 16-year history - prized for a low-cab-forward design and big windshield that give drivers roughly eight extra feet of forward view over a conventional cab.
Isuzu F-Series (FTR / FVR) (1986–present)
Manufacturer: Isuzu (parent: Isuzu Motors), headquartered in Anaheim, California (US ops), Japan, founded 1916
Class: 6; 7 | Body type: Cabover | Rating: 25,950–33,000 lb GVWR
Engines: Isuzu 6HK1 diesel | Horsepower: 260 hp
Applications: Beverage; Dry van; Municipal
Cabover medium-duty with a commanding view.
When the Class 6 FTR entered US production in May 2017 it was Isuzu's biggest truck and its first move into Class 6, a 25,950-lb GVWR cabover originally powered by Isuzu's 5.2L 4HK1-TC diesel (215 hp, 520 lb-ft) with a B10 durability rating of 375,000 miles. In 2022 Isuzu added the Class 7 FVR and re-engined the F-Series around the Cummins B6.7 (260 hp, 660 lb-ft) paired with Allison automatics, pushing the FVR's GVWR up to 33,000 lb.
Isuzu N-Series EV (NRR EV) (2024–present)
Manufacturer: Isuzu (parent: Isuzu Motors), headquartered in Anaheim, California (US ops), Japan, founded 1916
Class: 5 | Body type: Electric | Rating: 19,500 lb GVWR
Engines: Battery-electric (150 kW motor) | Horsepower: Electric drive
Applications: Urban delivery; Last-mile; Refrigerated; Beverage
Isuzu's first all-electric Low Cab Forward — zero tailpipe, all workhorse.
It rolled off the line in Charlotte, Michigan in August 2024 as Isuzu's first-ever battery-electric truck in the US, offering four battery configurations (3/5/7/9 packs of 20 kWh each, for 60–180 kWh total) for up to roughly 235 miles of range, driving a 150 kW electric motor. It earned 50-state CARB/EPA certification and California HVIP eligibility.
Isuzu H-Series (HTR / HVR / HXR) (2003–2009)
Manufacturer: Isuzu (parent: Isuzu Motors), headquartered in Anaheim, California (US ops), Japan, founded 1916
Class: 6; 7; 8 | Body type: Vocational | Rating: Up to 54,600 lb GVWR
Engines: Isuzu 6HK1-TC 7.8L diesel | Horsepower: 200–300 hp
Applications: Dump; Utility; Stake; Refrigerated; Vocational
Isuzu's only conventional cab — a Class 6-to-8 workhorse with a big-truck nose.
The H-Series was the first and only conventional-cab truck Isuzu ever sold in North America. Built on GM's GMT560 medium-duty chassis, it was the mechanical twin of the Chevrolet Kodiak and GMC TopKick, sharing the 6HK1-TC inline-six, with the Class 8 HXR rated up to 54,600 lb GVWR and an Allison 3000 standard.