Off-pavement, the CXT annihilates most obstacles placed in its path, but we'd be hating life if we got the 711/42-ton CXT stuck, that's for sure. The CXT is inherently torquey, and it's simply neck-snapping when the transfer case is placed in 4-Lo, generating a 37.1:1 crawl ratio. The framerails are high off the ground, and because of this we were able to confidently plow through 4-foot snowdrifts without fear of hanging the CXT on its frame. The curb-to-curb turning diameter is very impressive at 27 feet 7 inches, making the vehicle surprisingly maneuverable. By comparison, a Hummer H2's turning radius is 43.5 feet. There is a significant amount of cab-to-bed movement visible when the vehicle is driving on rough ground, which is at first unnerving but seems to be due to the natural movement of the air-ride cab.
Speaking of the cab, visibility in all directions is simply fabulous. We also must give praise to the overall interior layout, which seems to take advantage of every square inch to make the occupants more comfortable. The CXT's big truck heritage does come through at speed though, and there was a fair amount of wind, engine, and turbo noise permeating the cab.
The Bottom Line
International Truck and Engine has broken new ground with the massive CXT. That it comes standard with four-wheel drive is excellent in our opinion because it takes the CXT to a superior level of capability, no matter what the weather. The CXT is being marketed toward businesses with "extreme work and extreme play," but we're guessing that it's going to be embraced by those with lots of disposable income, heavy toys, and/or a penchant to make a statement.
Specifications
General
Vehicle model: International CXT four-door Crew Cab
Base price: $90,000
Price as tested: Approx. $105,000
Options as tested: Leather multi-position individual front seats, rearview camera, 10.5-inch drop-down DVD screen and player, deluxe center console, rear leather fold-down bench seat, carpeting, black-walnut wood trim, Alpine XM radio
Engine
Type: DT466 I-6 diesel
Displacement (liter/ci): 7.6/466
Bore x stroke (in.): 4.59 x 4.68
Valve actuation: Pushrod
Compression ratio: 16.5:1
Intake: EFI, turbocharged, air-to-air intercooling
Mfg.'s power rating, hp @ rpm: 220 @ 2,200
Mfg.'s torque rating, lb-ft @ rpm: 540 @ 1,400
Mfg.'s suggested fuel type: Diesel
Drivetrain
Transmission: Allison 2500 Series Vocational five-speed automatic
| 1st | 3.51:1 |
| 2nd | 1.90:1 |
| 3rd | 1.44:1 |
| 4th | 1.00:1 |
| 5th | 0.74:1 |
| Rev | 8.09:1 |
Axle ratio: 5.13:1
Low-range ratio: 2.06:1
Crawl ratio: 37.1:1
Frame/Body
Frame: Steel with 10-inch-tall framerails
Body: Steel
Suspension/Axles
Front: Parabolic taper leaf springs, shock absorbers
Rear: Air
Steering
Type: Rack-and-pinion
Turns (lock-to-lock): N/A
Ratio: 18.9:1
Brakes
Front: Air, 16.5x5 Meritor Q Plus MA212
Rear: Air, 16.5x7 Meritor Q Plus MA212
ABS: Four-channel
Wheels/Tires
Wheels (in.): 22.5
Tires: 11R22.5 Goodyear
Fuel Economy
EPA city/highway: N/A
Actual city/trail (mpg): 6.4
Actual highway (mpg): 8.5
Dimensions/Capacities
Weight (lb.): 14,500
Wheelbase (in.): 175 (Crew Cab)
Overall length (in.): 258
Overall width (in.): 96
Height (in.): 108 (to top of cab)
Track f/r (in.): 70.3/70.3
Minimum ground clearance (in.): N/A
Turning diameter, curb-to-curb (ft.): 27.7
Bed dimensions (LxWxH): 82.4x50.9x20 in.
Approach/departure angles (deg.): N/A
GVWR (lb.): 25,999
Payload (lb.): 11,400
Maximum towing capacity (lb.): 40,000
Fuel capacity (gal.): 70
Interior noise at 60 (DbA): N/A
Seating: Five