International LoneStar - Misplaced Pages

Motor vehicle

International LoneStar

Overview
Type	Truck (Class 8)
Manufacturer	International Trucks
Model years	2009–2024
Assembly	Chatham, Ontario, Canada Escobedo, Mexico Springfield, Ohio Tauranga, New Zealand
Body and chassis
Body style	Day cab Sleeper cab (56-inch) Sleeper cab (73-inch)
Platform	International NGV
Related	International ProStar
Powertrain
Engine	Cummins ISX15 14.9 L turbodiesel I6 Cummins X15 14.9 L turbodiesel I6 Navistar MaxxForce 13 12.4 L turbodiesel I6
Transmission	Manual (10-speed, 13-speed, 18-speed) Automated manual (10-speed, 13-speed, 16-speed, 18-speed)
Dimensions
Wheelbase	167–280 in (4,242–7,112 mm)
Chronology
Predecessor	International 9900ix (indirect)

The International LoneStar (also stylized as International Lonestar) is a model line of conventional-cab trucks that was produced by Navistar International from the 2009 to the 2024 model years. The flagship model line of the company, the LoneStar is marketed as its largest on-highway truck, slotted above the International LT (formerly the International ProStar). Unveiled at the 2008 Chicago Auto Show, the Lonestar is the largest road vehicle ever introduced at the event.

Sharing its Next-Generation Vehicle (NGV) cab with the LT/ProStar, the Lonestar is a semitractor configured primarily for highway applications. Through special order, the model line is also offered for certain vocational applications, including heavy-duty towing or dump truck use.

At the time of its launch, the Lonestar was assembled by Navistar in Chatham, Ontario. Following the 2009 closure of the facility, Navistar shifted assembly of the Lonestar to its facilities in Springfield, Ohio and Escobedo, Mexico, produced alongside the Prostar, Transtar, Durastar, and Workstar. In 2013, the LoneStar was assembled in Tauranga, New Zealand as a full right hand drive conversion. At the time, it was the only other market outside of North America to sell the LoneStar.

In December 2023, the 7,077th and final Lonestar was manufactured. The vehicle was delivered to a Canadian carrier that participated in the original development of the vehicle.

Background

According to Navistar, the Lonestar was developed to create an "Advanced Classic" truck, mating the design elements of vehicles from the past with 21st-century technology and aerodynamics; the company cited its primary design influence as the late-1930s International Harvester D-series As a large extended-hood conventional, the Lonestar also was similar to the classic-style International 9900ix and its competitors, featuring a large grille and bumper, external air filter containers, vertical-mount exhaust (with all of the above trimmed in chrome).

The final model of the NGV series to enter production, the Lonestar was developed in only 24 months from beginning to end; following its initial development on computers and clay models, the company shifted directly to production (bypassing the assembly of traditional prototypes). In line with the more contemporary design of the International Prostar, the exterior of the Lonestar was aerodynamically optimized. In comparison to the 9000-series and similar trucks, the Lonestar was projected to increase its fuel economy by up to 15%.

While priced as a premium vehicle, the Lonestar was developed as a vehicle for both owner-operators and large fleets, with Navistar citing that a large proportion of classic-style trucks owned by fleets are operated by larger fleets of over 25 vehicles.

Design overview

Of the International NGV series of trucks, the Lonestar is most closely related to the Prostar; both developed for long-distance highway applications, the two vehicles share a common cab structure. The Lonestar is produced with a set-forward front axle and an extended hoodline; the Lonestar has a 132-inch BBC length (matching the Freightliner Coronado and 5 inches longer than the Peterbilt 379). The series was introduced in three configurations: a day cab, 56-inch sleeper (low and high-roof), and 73-inch sleeper cab (high-roof and extended-roof). All three configurations were shared with the Prostar (the regional-haul Transtar was offered with the day cab and 56-inch sleeper).

At its 2009 launch, the Lonestar was offered with two engines: the Navistar-produced "Maxxforce 13" 12.4 L inline-6 (410-500 hp) and the Cummins ISX15 14.9 L inline-6 (525-600 hp). Both engines were paired to Eaton-Fuller manual or automated manual transmissions.

While sharing its cab structure with lower-price International trucks, the interior of the Lonestar was distinguished by the use of premium-grade materials, components, and features. In place of a standard double-bunk configuration, the lower bunk of the wood-floored sleeper was replaced by a sofa bed; both front seats swivel backwards (when parked), converting the cab into a workspace.

To commemorate the launch of the model line, Navistar produced a Harley-Davidson Special Edition of the Lonestar; 250 trucks were produced for the 2009 model year. The special edition received its own grille and bumper design, headlights (sourced directly from Harley-Davidson motorcycles), and custom 24.5-inch wheels (with Harley-Davidson emblems on the center caps); each example was painted with a black and silver paint scheme with orange striping. The interior received "engine-turned" trim for the dashboard, black leather, and Harley-Davidson badging in the interior.

Following the discontinuation of the MaxxForce 13, the Cummins ISX15 became the sole engine for 2015 (itself becoming the X15 for 2016).

2018 update

For 2017, Navistar underwent a redesign of its NGV model family (which dated to 2001), with the Prostar and Transtar becoming the International LT and RH, respectively. For 2018 production, the Lonestar followed suit; as part of the update, the model line became the final International truck series to keep its "-Star" model name.

While sharing its underlying cab structure, the second-generation NGV underwent a substantial redesign of the interior, improving visibility, ergonomics, and reliability. A reconfigurable digital display was added to the instrument panel and the shifter was redesigned for the automated manual transmission. The doors were redesigned, including remounted sideview mirrors (a change that would increase fuel economy by 0.5% itself). As the hood and grille underwent no essential changes, the update was distinguished by the adoption of single-piece side windows for the cab, a revision intended to increase peripheral visibility and reduce driver fatigue.

The Cummins X15 remains the sole engine, in outputs ranging from 400 to 605 hp; alongside automated manual transmissions, the revised Lonestar is also offered with manual transmissions.