2024 International MV Towing Capacity & Payload Specs

The 2024 International MV can tow anywhere from 10,000 pounds to over 30,000 pounds, depending heavily on the specific chassis configuration, engine choice, and final upfitter body installed. Because the International MV is a Class 6 and Class 7 medium-duty commercial truck sold primarily as an incomplete chassis cab, it does not come with standard passenger-vehicle tow ratings. Instead, its towing and payload capacities are strictly dictated by its Gross Vehicle Weight Rating (GVWR) and Gross Combined Weight Rating (GCWR).

Quick answer

• Max tow capacity: 10,000 – 30,000+ lbs (varies by upfit, hitch type, and GCWR limit)
• Max payload: 10,000 – 35,000+ lbs (chassis dependent; GVWR minus curb weight)
• GVWR: 21,500 – 54,600 lbs
• GCWR: Up to 66,000 lbs (when properly equipped with heavier axles and engine)
• Curb weight: 9,000 – 13,500+ lbs (for the bare chassis cab; final weight depends on the upfitted body)
• Hitch class: Commercial upfits typically utilize heavy-duty Pintle hooks, Class V receivers, or commercial 5th-wheel/gooseneck setups.

Always remember that these figures vary wildly based on the exact build. You must verify the final stage manufacturer’s door-jamb sticker and the International chassis plate to ensure you do not exceed legal weight limits.

Tow ratings by engine & trim

Since the 2024 International MV is a commercial vehicle, SAE J2807 standards (which govern light-duty pickup trucks) do not apply in the same way. The figures below are general ranges for the bare chassis capabilities based on engine and axle configurations.

Note: The max tow capacity is calculated by subtracting the fully loaded weight of the truck (including the upfitted body) from the GCWR.

Tow package contents

Because the International MV is custom-built to order for commercial fleets, there is no single "tow package." Instead, buyers spec the chassis for towing duty through various factory options. When specced for heavy towing, the vehicle generally includes:

• Heavy-Duty Cooling: Upgraded radiators and transmission coolers (often tied to Allison 2000 or 3000 series automatic transmissions) to handle extreme GCWR loads.
• Air Brakes with Trailer Lines: Optional factory air brake systems with gladhands at the rear of the cab or frame end for air-braked trailers.
• Integrated Brake Controller: Available for electric or electric-over-hydraulic trailer brakes, integrated into the Diamond Logic electrical system.
• Pre-wired 7-Pin/Commercial Plugs: Integrated wiring harnesses routed to the end of the frame rail for easy upfitter hookup.

5th-wheel & gooseneck

As a medium-duty truck, the MV is frequently utilized as a dedicated hauler for large 5th-wheel and gooseneck trailers (such as hotshot trucking, RV hauling, or equipment transport). To maximize 5th-wheel or gooseneck capacity:

• Air suspension: Highly recommended (like the International Ride Optimized Suspension) for leveling the load.
• Capacity: When equipped with the Cummins L9 and a tandem rear axle (6x4), the MV can handle massive pin weights that would crush a 1-ton pickup, easily accommodating 10,000+ lbs of tongue/pin weight as long as the rear Gross Axle Weight Rating (GAWR) is respected.

Weight distribution & WDH requirements

For conventional towing via a rear receiver hitch, a Weight Distribution Hitch (WDH) is generally less critical on a Class 6/7 truck than on a light-duty pickup because the MV's massive frame and stiff rear suspension (often rated for 12,000 to 40,000 lbs alone) resist squat. However, if an upfitter installs a Class V receiver on a lighter GVWR MV chassis, you must still adhere to the hitch manufacturer's guidelines regarding weight distribution to ensure proper front-axle steering geometry. For extremely heavy conventional trailers, pintle hitches are the commercial standard and do not use weight distribution bars.

Real-world towing tips for this vehicle

• Check the Final Plate: The MV chassis leaves the factory incomplete. The company that puts the bed, box, or wrecker body on it dictates the final towing capacity. Always check their specific data plate.
• Manage Air Brakes: If equipped with air brakes, ensure you drain your air tanks daily to prevent moisture buildup from freezing or damaging the trailer's braking system.
• Transmission Gearing: If you plan on towing heavy loads regularly, ensure the truck is specced with an Allison 3000 RDS transmission and an appropriate rear axle ratio (e.g., 4.88 or higher) rather than a highway-geared setup.

Common towing-related issues

• DPF/EGR Clogging: Commercial diesels like the Cummins B6.7 and L9 need to be worked hard to keep their emissions systems clean. Extended idling or light-duty stop-and-go driving can lead to premature DPF clogging. Towing heavy actually helps prevent this!
• Upfitter Wiring Gremlins: Because rear lighting and trailer plugs are installed by third-party upfitters, grounding issues and corroded trailer connections are the most common cause of trailer brake failures.
• U-Joint Wear: Frequently hauling at max GCWR puts significant stress on the driveshaft carrier bearings and U-joints. Inspect them regularly for play or lack of grease.

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