International Truck Financing

International builds trucks for two very different jobs. One is the long, quiet miles of the interstate, where a Class 8 tractor has to protect fuel economy and driver comfort load after load. The other is the punishing world of construction sites, quarries and vocational fleets, where a chassis has to survive abuse that would fold a highway truck in a season. The current International lineup covers both ends, from the aerodynamic LT Series down through the severe duty HX and the medium duty MV. For an owner operator adding a first truck or a fleet cycling ten units at once, the equipment is only half the decision. How you pay for it is the other half and that is where structured financing changes the math.

iLease Capital arranges equipment financing for International trucks across every class and body type. We finance new and used International trucks, from a single truck up to $5 million plus, and you can reach a broker directly at (866) 545-3273. Below is a working overview of the current models, the engines that define them and what the used market is actually charging, followed by how financing is typically structured for each. Every figure here was pulled from live listings and manufacturer material, with sources and dates recorded in our research notes.

The International lineup today

The company most drivers still call International spent decades operating under the Navistar corporate name. Navistar was acquired by the Traton Group in 2021 and formally rebranded as International Motors effective October 1, 2024. The truck brand on the grille never went away and for financing purposes the lineage matters less than the model in front of you. What matters is which series you are buying, which engine it carries and how that combination holds value.

LT Series: the on-highway flagship

The LT Series was unveiled on September 30, 2016 and replaced the long-running ProStar for the 2017 model year. The letters are commonly read as Line-haul Tractor, though International has never officially defined the initials. Either way, it fairly describes the job. The LT is the aerodynamic, fuel-focused Class 8 tractor that International sells to long haul and regional fleets and it is the model most owner operators are shopping when they look at the brand. Trim designations such as the LT625 identify the highway spec that dominates used inventory.

Compared with the ProStar it replaced, the LT was built around fuel economy and driver comfort. Early LT tractors were reported to run close to 10 percent more fuel efficient than a 2015 ProStar while shedding roughly 500 pounds, with a redesigned cab aimed squarely at driver retention. For a fleet burning fuel across millions of collective miles a year, a single-digit efficiency gain is not cosmetic. It is a line item.

HX Series: severe duty and vocational

The HX Series is the opposite discipline. It rides on an extreme duty huck-bolted single-rail frame, half an inch thick, with resisting bending moment ratings reported up to 3.5 million and gross vehicle weight ratings up to roughly 91,800 pounds. The lineup runs across the HX515, HX520, HX615 and HX620, with a range of axle configurations, factory lift-axle options and International Diamond Logic multiplex electrical architecture built in. These are the trucks doing heavy haul, construction dump work, platform and stake bodies and crane mounting.

Because the HX is a vocational chassis, buyers rarely purchase it bare. It arrives as a dump, a mixer, a crane body or a plow-and-spreader rig and the upfit often costs as much as the chassis. That combined cost is exactly what equipment financing is designed to carry.

MV Series: medium duty workhorse

The MV Series covers Class 6 and Class 7 vocational and delivery work. The MV607 and the low-profile MV60H handle box vans, tow trucks, smaller dumps, plows and utility bodies. The MV offers three cab sizes and both 4x2 and 6x4 axle setups, with gross vehicle weight ratings in the range of roughly 18,000 to 37,000 pounds and gross combination weight up to about 52,000 pounds. It is the truck a regional distributor, a rental company or a municipality buys in volume.

The engines that define the value

An International truck is worth what its powertrain is worth and the brand currently sells two very different heavy engine stories.

The A26

The A26 is a 12.4-liter inline-six heavy-duty diesel introduced to replace the older N13. It shares its block, crank and some hardware with the European MAN D26, but the fuel, cooling, intake and exhaust systems were re-engineered for North American duty cycles. Two design choices drive its reputation. First, it is light. At roughly 2,314 pounds it runs 600 to 700 pounds under a traditional 15-liter engine, which is payload a fleet can sell. Second, it uses a compacted graphite iron crankcase and a single-stage variable-geometry turbo with a titanium compressor wheel, a simpler layout than the two-stage systems it competes against.

In service the A26 has been rated across roughly 300 to 515 horsepower with torque reaching about 1,850 pound-feet depending on calibration. International has cited up to 10 percent better fuel economy than prior engines and up to 67 percent stronger engine braking. For a used LT shopper, the A26 is the spec to understand, because a large share of highway trucks from the 2017 model year forward carry it. Many LT tractors were also built with a Cummins X15 and the engine badge on a specific truck moves its price.

The S13 Integrated Powertrain

The S13 is the newer story and the one reshaping the current lineup. Rather than an engine sold alongside whatever transmission a buyer chooses, the S13 Integrated Powertrain pairs a 13-liter engine with the International T14 automated manual transmission as one engineered system. The engine offers seven rating options up to 515 horsepower and 1,850 pound-feet of torque at a 2,000 rpm governed speed, with full torque available from around 900 rpm for strong low-end pull. It uses a dual overhead cam design, a 23:1 compression ratio, a compression-release brake and, notably, no cooled exhaust gas recirculation.

The T14 is a 14-speed automated manual with an electronic clutch actuator, planetary reverse gearing to save weight and two crawler gears for heavy startability. International has positioned the combination as the lightest powertrain in its class, about 52 pounds under a first-generation A26 paired with a 12-speed automated transmission and with the updated LT aerodynamics package it has claimed up to a 15 percent fuel-economy gain. The S13 is also offered in the HX, alongside the Cummins X15 that reaches up to 605 horsepower and 2,050 pound-feet for the heaviest vocational specs.

For a buyer, the practical takeaway is simple. An S13 truck is newer, more efficient and more expensive up front, while an A26 or X15 truck represents the deep, liquid used market where most financed deals actually happen.

What used International trucks cost right now

Used values are where financing decisions get real, so here is what the market showed as of September 2026, with sources recorded in our proof file.

For the LT625, Penske Used Trucks listed day cab tractors spanning roughly $22,000 to $53,000, with most mid-range units between about $28,000 and $34,250. Examples included a 2019 LT625 at 556,000 miles for $22,000, a 2020 at 309,000 miles for $32,500 and a 2021 at 359,000 miles for $30,000, with a low-mileage 2023 at $53,000. Sleeper tractors run wider. TruckPaper listed more than 1,300 International LT sleepers spanning $4,500 to $193,500, with a platform average near $60,000, so a high-mileage 2019 sleeper can sit around $26,000 while a near-new unit clears six figures. The spread is enormous and it is driven by mileage, engine badge, sleeper size and transmission.

For the severe duty HX, the numbers climb because the body comes with the truck. TruckPaper HX dump listings ranged from roughly $55,900 to $299,900, with a 2020 HX single-axle dump near $148,000 and a 2021 HX520 single-front-axle dump around $160,000. A 2019 HX520 tandem-axle dump in that market carried a Cummins X15 rated at 450 horsepower with an 18-speed automated transmission. Vocational value holds up because the chassis is overbuilt and the demand is local and steady.

For the medium duty MV607, box truck values were more contained. Used 2020 units ran roughly $27,900 to $34,900 and 2021 units roughly $31,900 to $53,150, with the top of that band being 26-foot boxes on 240 to 250 horsepower Cummins engines. These are the numbers a delivery operator or rental fleet is weighing and they finance cleanly because the equipment is standardized and easy to remarket.

How financing is structured for International trucks

Different International models call for different financing shapes and matching the structure to the asset is most of the work.

For LT highway tractors, terms commonly run 36 to 60 months. An owner operator buying a single used LT is usually looking at the truck as a revenue tool that has to cover its own payment from week one, so payment size against expected settlements matters more than the sticker. A fleet buying several LT units at once often prefers a master structure that lets it add trucks under agreed terms without underwriting each deal from scratch.

For HX vocational trucks, financing typically has to cover both the chassis and the body as one funded amount, whether that is a dump, a mixer or a crane. Because vocational trucks earn on project cycles rather than steady weekly miles, seasonal or step payment structures sometimes fit better than a flat monthly amount. The long service life of an HX also supports longer amortization on newer units.

For MV medium duty trucks, the deals tend to be the most standardized. Box vans, tow units and utility bodies are common collateral, terms are straightforward and fleets buying in volume can often move quickly.

Across all three, financing can be structured as a straight equipment loan or as a lease and the right choice depends on tax treatment, how long you intend to keep the truck and whether you want a purchase option at the end. iLease Capital works with a network of funding partners rather than a single balance sheet, which means a deal that one partner declines can often be placed with another. We arrange financing on transactions up to $5 million plus, which covers everything from a single used MV box truck to a multi-unit fleet order.

A note on credit. An initial financing review is typically handled as a soft inquiry, which does not affect your credit score, so you can see likely structure and pricing before committing. A hard pull may come only at final approval, once you decide to move forward on specific terms. That order keeps early shopping low-risk.

Why work with a broker instead of one lender

A single lender has one appetite. It likes certain years, certain mileage bands and certain credit profiles and a truck or a buyer outside that box gets declined. A broker sees many appetites at once. For International trucks specifically, that breadth matters because the used market is so wide. A high-mileage LT day cab, a heavy HX dump and a clean MV box truck are three completely different credit stories and no single funding source is the best home for all three. Working the deal across a network improves both approval odds and pricing and it keeps you from re-shopping every time your fleet mix changes.

Ready to move on an International truck?

Whether you are pricing a single used LT, spec'ing an HX for vocational work or ordering a run of MV box trucks, we can structure financing that fits how the truck earns. Call (866) 545-3273, start your application at ileasecapital.com/apply, it takes about three minutes and there's no hard credit pull, or reach us through /contact. An initial review is a soft inquiry, so you can see your options without affecting your credit.

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