International Appeal
The Eagle is the premium, long-nose conventional in International's lineup, identified by the 'x' in 9900ix, and located low on the hood in stainless trim.
Steve Sturgess
Senior Editor
When International re-introduced the 9900ix long-nose as the Eagle last year, truck nuts among us were mightily pleased. It was the resurrection of an icon, the premium model International, based on all the down-to-earth and cost-effective 9000 series features, but in a package that has all the creature comforts and, this time around, a splendid eagle graphic so you don't miss the point.
The package is yet another upgrade to refresh what is, really, quite an old design. It gives the 9000 series with its aluminum cab a little more currency while International readies the new over-the-road truck, based on the 4000-series steel cab, for introduction probably late next year.
The soft trim upgrades and many of the classy interior features - like the very distinguished white-faced gauges - debuted a couple of years ago. I wrote then what a great transformation the new interior was. And as I concluded at the time, upgrades like these have done wonders for the 9000 series Internationals.
They capitalized on the last cab architecture change, when revised bulkhead, a more sloped windshield, and new doors and frames opened up the driving position and added a lot more driver space in the working area. The latest interiors, now capped by the Eagle spec, open up the sleeper in the same way by doubling the storage area of the older model while reorganizing and tidying up the space.
While much of the 9900ix spec remains the same as the last drive test, it was time to revisit and admire up close the newer Eagle spec. So International's marketing director John Fay lined up a test drive to reacquaint me with the truck. We were based at the company's R&D center in Fort Wayne, and the test route was a relatively short loop around the rural Indiana countryside.
Under the hood of the eagle-adorned metallic grey 9900ix was a 475 Caterpillar ACERT C-15. We were hooked on to a dry van, unloaded, to smooth out the ride and make the outfit handle like a real truck.
The spec on the truck included the sweet-shifting Eaton Fuller 18-speed and 3.55 ratios in the Meritor rear ends. Rubber was tall 24.5 inch so this was a truck with a long pair of legs to suit Cat's ACERT technology that demands cruising at low rpms.
The truck also featured the big 72-inch HiRise-Sleeper with full stand-up interior and all the latest comfort features. This includes cabinets with full doors to give the space a very clean and tidy appearance.
THE TRUCK
The Eagle is the premium, long-nose conventional in today's International lineup, identified by the "x" in 9900ix, located low on the hood in stainless trim. The other letter designates the 9900 as the latest in a long line of Internationals featuring the wide aluminum cab. The "i" models were introduced five years ago and the change was extensive, with a revised windshield mask and bulkhead that pushed the cowl further forward. This move raked the windshield more for better aerodynamics and allowed the dash to be pushed further from the seat to give more room inside the cab. At the same time, door openings were revised and new doors with a sloping beltline were introduced to enhance entry and visibility.
The sleeper is configured in the International Hi-Rise form, which is equivalent to some other mid-rise roofs, giving full standing height inside. (There's also a Sky-Rise tall option available). On this truck, the sleeper roof sits lower for a more traditional look to the outfit. And while this long-nose International is uncompromising in its traditional-looking conventional style, it has cab and roof side extenders to help manage air over the trailer gap - albeit finished in polished stainless steel.
Other polished stainless also sets off the premium model, including the marker light panels below the cab and sleeper sides and the cool-looking polished sunvisor.
The ix model gets a set forward steering axle for maximum wheelbase and the styling desired by the traditional purchaser. It is complemented by the heavy chrome on the radiator grille and headlamp moldings that are integrated into the International "family" front-end design. That same look is used so effectively on the steel cab medium and heavy duty trucks that use the New Generation Vehicle steel cab.
The external air filters are polished and the big "Texas" bumper is also a styling feature, although by preventing some of the air from flowing under the truck, it may actually help the truck's aerodynamics.
Sitting behind the radiator grille on this unit is a 908-square-inch radiator, but there are others sized to cool up to 565 hp.
Handling the Caterpillar's significant torque is an Eaton Solo clutch in an aluminum clutch housing driving through an Eaton Fuller 18-speed transmission. It is more than tough enough to handle the 1,850 lbs.-ft. of torque, and gets the b-ratio set - hence the 18918b designation.
The Meritor axles are rated 40,000 pounds to handle the torque, and are suspended on a Hendrickson air ride, the standard on the International chassis. Up front, the suspension is International parabolic leaf with a Meritor axle steered by a Sheppard M-100 gear. This integrated power steering gear, topped by a tilt and telescopic column and a two-spoke wheel, is always a delight and accounts for a lot of the pleasure in driving an International highway tractor.
IN THE CAB
Big air filters mount to the cowl, giving the truck its stylish appearance, but they exact a penalty in restricting the amount the doors open. That being said, there are grab handles and a nice 20-inch/20-inch/14-inch step progression to make the climb easy. The cab floor is flat with plenty of room around the toeboard and good kneeroom at the dash, thanks to the cab changes.
The driving position is also generous with lots of seat travel, an adjustable steering column and a gorgeous VIP leather and polished wood steering wheel.
The view outside is improved by the downward slope of the doors, but that big hood has all the intrusion you might expect with a long-nose configuration, so it pays to use the over-door mirror and the peeper window enough that you know what is down there on the curb side of the truck.
But it's inside where the view is spectacular. The latest gauges with their ivory faces are cool looking and very easy to read, though it's possible to lose several of the lower mounted gauges under the wheel rim.
There's a good switch arrangement, too with the lights on the top row and engine functions close in on the second. Outboard of these are the transmission and axle temperature gauges as well as the suspension air pressure, all very useful but featuring the more normal white on black faces. The word is that these are set for a change to match the others - a good move that will enhance an already impressive dash.
All around there's storage, in the header and above the doors. Document storage also is found in the doors and there's a particularly neat kitchen towel storage and dispenser just at the drivers left shoulder.
Storage is what the sleeper is all about - especially on this 9900ix. As well as the wardrobe and the refrigerator closets, both fitted with clean-looking doors, there's the TV shelf and another one above the fridge on the driver's side that in the evaluation truck hid a microwave. This makes a lot of sense in this truck, because it was equipped with an inverter to make 110-V power available, as well as featuring a shore-power connector than can be used whenever a plug-in is available, which seems more likely these days.
The side cabinet featured a sliding top, allowing for comfortable seating on the bunk with the tables drawn out for eating, doing paperwork or using a computer. With the dual bunk option, there was no back-of-cab wardrobe that I liked so much on the earlier 9900ix I had driven.
Other storage is available at the foot of the bunk. Proving a lot of thought has gone into the reconfiguring of the sleeper, the under-bunk area has access to the exterior luggage compartments, a bin arrangement for the center and a lockable "safe" for driver/team valuables and cash.
ON THE ROAD
We were only out for an afternoon, not really time to even get used to the driving position. But it is a tribute to the ACERT Cats that it took only moments to get comfortable with the shift timing to be able to get up and down the transmission with the minimum of difficulty.
I found that the closeness of the upper ratios was a boon when driving the ACERT Cat, because the factory recommends keeping the engine in a narrow band of 1,100-1,400 rpm. (There is an excellent driver training VHS/DVD narrated by Cat's Phil Hook available from the engine maker if you really want to know how to drive these Cat's to best advantage).
As always, the Sheppard power steering was a delight, allowing for a relatively tight turning circle despite the axle-forward steering. Directional stability is excellent with no need to saw at the wheel. It's one of those trucks where you can glance down and grab a cup from the excellent dash holder and look up again confident the truck will have maintained position on the highway.
Seats were National 2000 for both driver and rider, with the International HVAC packaged under the passenger seat. These were comfortable and fully adjustable, finished in the tan with blue accents and special Eagle headrests.
Visibility is good, aided by the sloping door line and the one-piece windshield. A benefit of the single glass design is that windshield wipers cover something like 90% of the glass area.
We didn't put the noise meter on this unit, but the installation of the 475 Cat, plus the very thorough insulation package made it a quiet truck to drive.
I had only a relatively short time at the wheel, but it was a real pleasure with the easy shifting transmission, the willingness of the 475 C-15, the precision of the steering and the overall sybaritic luxury of the premium Eagle interior.
All in all, this Eagle very ably acquits itself as the new flagship of the International range.
