You’re standing in a field. The grass is waist-high, ticking against your shins, and there it is—a hunk of oxidized iron that looks more like a geological formation than a vehicle. That’s the 1947 International Harvester truck experience. It’s heavy. It’s stubborn. Honestly, it’s beautiful in a way modern trucks just can't touch.
1947 was a massive year for International Harvester (IH). This was the pivot point. The war was over, the "K-Series" was bowing out, and the "KB-Series" was stepping into the light. It wasn't just a facelift; it was a statement of American industrial intent. People wanted to build things again, and the KB-2 or the heavier KB-5 were the tools they used to do it.
If you’ve ever sat inside one, you know the smell. It’s a mix of old horsehair seat stuffing, 80-weight gear oil, and just a hint of mouse nest. It’s visceral. You don't just drive a 1947 International Harvester truck; you negotiate with it.
The KB-Series: More Than Just a Chrome Nose
The jump from the K to the KB series in 1947 brought about some of the most iconic styling cues in the history of "Cornbinder" lore. The most obvious change? That chrome. International Harvester added a set of "wings" on the side of the grille. It looks like the truck is wearing a tuxedo to a mud-wrestling match.
While Ford and Chevy were leaning into softer, more consumer-friendly designs, IH stayed rugged. The KB-1 and KB-2 were the light-duty stars. They used the "Green Diamond" engine. It’s a flathead six-cylinder that produces about 82 horsepower if you’re lucky and the wind is at your back. It’s not fast. You aren't winning any drag races. In fact, you’ll probably be overtaken by a motivated teenager on a bicycle if you’re hauling a full load of lumber.
But that’s not the point.
The Green Diamond 214 cubic-inch engine is a tractor engine at heart. It has torque where it counts. It’s a slow-revving, dependable lump of cast iron that will likely still be running when the sun expands and swallows the earth. Owners today often joke that these engines don't die; they just get louder until you finally decide to tighten a bolt.
Driving a KB-5 is an Upper Body Workout
Step up to the KB-5, and you’re in a different world. This was the workhorse of the 1947 lineup. It had a higher GVWR (Gross Vehicle Weight Rating) and usually featured the larger Blue Diamond engine.
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Steering a 1947 International Harvester truck without power steering is an event. You need to be moving. If you try to turn that giant thin-rimmed steering wheel while the truck is stationary, you’re going to pop a shoulder out of its socket. You learn to plan your turns three blocks in advance. It’s a mechanical dance.
The brakes? Well, they’re "adequate" for 1947. By 2026 standards, they’re a suggestion. Most KB-5s used vacuum-assisted hydraulic brakes, which were great until the vacuum leak from a 70-year-old hose decided to join the chat.
Why Collectors Are Obsessed With the "Cornbinder"
"Cornbinder" is a term of endearment. It started as a jab because International Harvester made agricultural equipment, but IH owners reclaimed it. Today, finding a 1947 International Harvester truck that hasn't been turned into a rat rod or a "lifestyle" coffee truck is getting harder.
There are three types of people in the IH community:
- The Purists: These guys will hunt for three years to find the correct, period-accurate wing-nut for the air cleaner. They want the 6-volt electrical system. They want the original bias-ply tires that follow every groove in the road like a bloodhound.
- The Restomodders: They love the 1947 aesthetics but hate the 45 mph top speed. They’ll drop the body onto a modern Silverado chassis, throw in an LS engine, and add air conditioning. It’s sacrilege to some, but it makes the truck actually driveable in Los Angeles traffic.
- The Patina Gang: They clear-coat the rust. They want the truck to look exactly like it did when it was pulled out of that barn in Nebraska.
Honestly, the patina look suits the 1947 KB-series best. The way the paint fades on those rounded fenders is art. The "triple diamond" logo on the hubcaps is a badge of honor.
Common Headache Areas (The Stuff Nobody Tells You)
If you're looking to buy one, watch the cab corners. They rot. Fast. Actually, check the floorboards too. And the cowl. Basically, if it’s metal and near the ground, check it with a magnet.
Parts availability isn't like a '47 Chevy or Ford. You can't just open a catalog and order every single nut and bolt. You have to join forums. You have to talk to guys named "Old Pete" in Kansas who have a backyard full of donors. It’s a scavenger hunt.
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The wiring is also a nightmare if it hasn't been touched. Old cloth-wrapped wire becomes brittle. It’s not uncommon for a 1947 International Harvester truck to develop a "ghost in the machine" where the headlights flicker every time you hit a bump or the horn honks when you turn left. It’s character. Or a fire hazard. Probably both.
The Engineering Reality: Flatheads and Four-Speeds
The transmission in most of these is a non-synchronized four-speed. If you don't know how to double-clutch, you’re going to learn. You’ll grind gears. You’ll sweat. You’ll feel like a failure. Then, one day, it’ll click. You’ll rev-match perfectly, and the gear will slide in like silk.
It’s one of the most satisfying feelings in the world.
- Engine: Green Diamond 214 (KB-1, KB-2) or Blue Diamond (KB-5)
- Horsepower: Roughly 82 to 93 hp
- Transmission: 3-speed or 4-speed manual (usually floor shift)
- Electrical: 6-volt positive ground (a frequent conversion to 12-volt)
Most of these trucks came with a "split rim" wheel design. If you’re a DIYer, be careful. These are famously nicknamed "widowmakers" because if they aren't handled correctly during tire changes, the ring can fly off with enough force to put you in the hospital. Most modern tire shops won't even touch them. You’ll want to look into swapping for solid wheels if you plan on actually putting miles on the truck.
Finding Value in 2026
The market for the 1947 International Harvester truck has stayed surprisingly stable. While Power Wagons have skyrocketed into the six-figure range, a decent KB-series IH can still be had for a "reasonable" price—though "reasonable" is doing a lot of heavy lifting there.
A project truck might run you $5,000. A runner that looks decent? Maybe $15,000 to $25,000. If it’s a professional nut-and-bolt restoration, you’re looking at $50k plus.
The real value isn't in the resale, though. It’s in the history. International Harvester didn't build these to be pretty; they built them to outlast the farmer who bought them. They were over-engineered. The frames are thick. The steel is heavy-gauge. When you shut the door on a '47 IH, it doesn't "click." It thuds. It sounds like a bank vault closing.
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Actionable Steps for the Aspiring Owner
If you’re seriously considering bringing one of these beasts home, don't just jump at the first one on Facebook Marketplace.
Verify the serial number. The VIN is usually on a plate on the firewall or the inside of the door pillar. Match it to the engine number if you’re looking for "numbers matching" (though that matters less in the truck world than with muscle cars).
Inspect the cooling system. These trucks have massive radiators, but they are prone to clogging after decades of sitting. A Green Diamond engine will crack a head if it gets too hot, and finding a replacement head that isn't already cracked is like finding a unicorn.
Join the International Harvester Collectors Club. Seriously. The wealth of knowledge in those groups is better than any manual. They have the shop manuals, the wiring diagrams, and the leads on where to find glass for the split windshield.
Check the fuel tank. Most 1947 models have the tank under the seat. If the truck has been sitting, that gas has turned into varnish and the tank is likely rusted. Budget for a new tank or a professional lining.
The 1947 International Harvester truck isn't just a vehicle; it’s a piece of post-war Americana that refuses to quit. It’s loud, it’s slow, and it leaks a little oil. But when you’re cruising down a backroad at 40 mph, with the wind whistling through the vent windows and the Green Diamond humming, you’ll realize that modern trucks have lost something. They’ve lost the soul that the KB-series has in spades.
Get a good set of wrenches. Buy some PB Blaster. Prepare to have grease under your fingernails for the next six months. It’s worth it.
Next Steps for Potential Buyers:
Start your search by looking at specific IHC-focused classifieds rather than general sites. Focus on the KB-2 models if you want a pickup that fits in a standard garage. If you have the space, a KB-5 with a flatbed makes the ultimate parade or shop truck, but verify your local licensing requirements first—some states require different registrations for these heavier "medium-duty" vintage rigs.