I carved out a few hours this weekend to look at the wiper motor assembly, and made a little progress. I was able to unmount the motor from the windshield, link the arm up with the motor housing, attach the clip, and rotate the motor enough to get it close to the mount points. That was where things got difficult. The torque on the motor is enough that I couldn’t rotate it on all three axis to get each of the three bolts to go in cleanly. No amount of cajoling, pushing or pulling would give me the leverage I needed to get it in properly. I figure what they did at the factory was put the motor and arm in as one assembly and then link the arm up to the passenger’s wiper arm. I tried disconnecting the linkage there, but couldn’t disconnect the two arms from each other for love or money. Out of time and patience, I bolted the motor up tightly at one point, put the cowl on, and left it until spring.
This evening after the sun went down, I cracked the cowl on Peer Pressure to start troubleshooting the wiper issue. I ran the engine up for about ten minutes in the afternoon when I got back from Harbor Freight; in the bag was a battery charger and a test light (along with an oil catchpan and an air fitting for my compressor).
Looking over the connector to the motor, I put the test light on it with the key at ACC and the wiper knob on low. After I found a consistent ground, the hot wires tested good. Puzzling.
I put my tester on it and got power in an acceptable range. More puzzling; it was looking like the motor was bad. I peeked under the cowl to size up the bolt positions, and…
…realized the wiper arm was sitting on the bottom of the inner cowl. Which meant it wasn’t connected at all. I reached in and verified it was completely loose. I cleaned the contacts in the connector with some sandpaper, hooked it back up, got back in the truck and turned the wipers on low. Immediately I heard the whirring of the motor. I’d never checked it with the engine off, so I celebrated with a smack to my own forehead.
Now the problem is getting the motor off the mount so that I can access the arm linkage enough to slide a spare clip on the housing. As I was coaxing the first of three bolts off the ladies called me in to dinner, so I tightened everything back up (the forecast is for 0% rain for the next couple of days), hauled all the tools inside, and called it a night.
Last night I cleaned off my overloaded workbench, dug out my service manuals, and lined up three spare wiper motors I have in my stash. Right now the wipers in Peer Pressure are defunct, after three years of working without a problem.The stopped working when I was in Chestertown killing time with Brian waiting for the welder, and I got stupid and started fooling with the bulkhead connectors.
My troubleshooting workflow should look something like this:
- Pull the cowl cover off, disconnect the power lead to the motor, and test it for power.
- Check the bulkhead connector for power.
- Test the switch on the dash.
- Pull the motor itself, pull it apart, and see if it’s seized up.
But, because time is limited, I’m a curious guy, and I frequently do things out of order, I decided to pull a few of the motors I have apart to see how they work. I’m starting with one very clean motor and two that have more miles (and grease) on them, but all three are identical. I cleaned the gunk off two of them, cracked the manual, and got started.
Disassembly starts with the switch side, where the arm connects to the housing. Pulling the top off the housing reveals two contacts and a gapped brass plate, which is how the the motor handles delay. Under the plate is a round plastic toothed gear which fits into a worm screw connected directly to the motor itself.
Pulling the cover off the other side of the motor reveals both brushes and the commutator, and inside the housing, the field coils. The clean motor looks almost brand new, while the second one contained the amount of dirt I’d expect from a 30-year-old truck.
I left all the grease in place, closed the motors back up, and decided to wait until I pick up a cheap battery charger to bench test everything with 12 volts. Harbor Freight has one for $20, which fits my budget perfectly, and I may run out and pick it up this weekend.
This morning, a forum post came up on the Binder Bulletin with wiper arm information, which reminded me of a Scout story from years ago:
When I was in college, I borrowed my roommate’s Traveller to drive myself and two friends to D.C. to attend an evening seminar at the Smithsonian. On the way down, it began to snow, and it was at that point (late for the seminar, we were doing 65mph on I-295 in late January) that the wiper motor died. We found some string in his parts bin in the back and tied it to each of the wiper arms, then ran it through the butterfly windows so that my passenger could pull it back and forth, effectively cleaning off the windshield. We made it to the seminar and drove it home like that, too.
Now, at the risk of drawing the ire of anyone over on the Binder Bulletin, I’m going to repost some of the information I’ve found useful here, with a direct link and attribution. (I’m not casting aspersions on the admins of that great site, but I’ve found that information residing in web forums tends to disappear or move unexpectedly, usually at the point when I need it).
(1) If you still have the stock wiper arms, then there are only a few sources for replacements, but apparently NAPA has their 11 inch “Classic” wiper blades which should be an OEM replacement. I didn’t go that direction because I like more variety in wipers.
(2) If you want to use commonly available wiper blades, you can install ANCO replacement wiper arms.
ANCO Part: 41-02 (Passenger Side Wiper Arm)
ANCO Part: 41-03 (Driver Side Wiper Arm)
The previous owner may have already installed these for you. You probably have ANCO replacements if the wiper arms have small gray friction discs at the end that allow you to adjust the blade angle.
Once you install the ANCO arms you should be able to use them with most after market blades.
I believe OEM blades are 11″, but I like to use 13″ heavy duty winter blades for better durability and coverage. The ANCO 30-13 13″ Winter Blades work pretty well.
Here are some sources for Wipers/Arms:
NAPA: http://www.napaonline.com Classic Blades. Not cheap, but if you’re staying stock it’s a good source.
RockAuto: http://www.rockauto.com Has the ANCO wiper arms and blades at competitive prices. Arms: $9.05, Blades $4.55 as of 01/19/09. This only issue with them is they ship from all over creation and sometimes the shipping can get out of hand for small orders of obscure products.
Given how old my wipers look, and how hard it is to source parts for Scouts, this is great information. I used to have two spare pairs of Anco blades in my old parts bin, so I’ll have to restock. Luckily, I have a spare windshield with a wiper motor still attached and all the linkage up to the wiper blades.
Update: The Binder Bulletin went down for maintenance only a few hours after I wrote this.
Update 25 Jan 2009: I just got a friendly email from the original author of the forum post, who added this new information (and kindly passed it along to me):
- If you just want to use 11 inch wipers (the original length from IH), most manufacturers blades should work with the ANCO arms including (no suprise) the ANCO 3011 (11 inch winter wiper blade).
- If you like the increased coverage of the 13 inch blades (and who doesn’t), then you can’t use any old blade. In particular the ANCO 13 inch blades were problem. The blades themselves are high quality, but the two connectors that come with them are (a) a direct connect for baton-style arms and (b) a quick connector for baton and possibly other arms. The problem is that you can’t use the regular connector because the baton jack on the connector is too shallow which prevents the ANCO baton from clicking in. The quick connector is fine, but it makes the total arm length too long and the tip of the ANCO blade then exceeds the windshield height when sweeping.
- Two 13 inch blades use connectors of the correct length are the Trico 37-111 and the Duralast 13″ winter blade from Autozone. While the Trico seems to be a fine blade it doesn’t have an adapter for the 5mm bayonet of the smaller ANCO arm (the passenger side).
- That leaves the Duralast 13″ winter blades I found at Autozone which come with both 7mm and 5mm bayonet connectors. The Duralasts look almost exactly like the ANCOs, but they have blue instead of red tips on the end. They’re made in China (if that matters to you.)
So the current out-of-the-box score is:
- For 13″ Blades and ANCO Arms you’ll probably need to use the Duralast 13″ Winter blades from AutoZone. No quick connects, but they’re the right length and have both 5 and 7mm conectors. A decent compromise.
- For 11″ Blades and ANCO Arms the ANCO 3011 11″ Winter Blades are well-constructed, look good and the connector options are excellent. Their bayonet connector is 7mm, but they comes with 5mm adapters. They have quick connectors for swapping them out and their bayonet sockets can be easily unlocked from the ANCO bayonet should the need arise. The bayonet lugs on the Trico and Duralast are difficult to remove, doubly so since there aren’t any quick disconnect options.
Wow, I actually knocked a lot of stuff off the 2018 to-do list. Tires, Hagerty insurance, and Hydroboost are all some big accomplishments compared to years past. I’m feeling pretty good about everything, and Peer Pressure is running strong. Still, there’s more that can be done:
- Buy a new aluminum radiator and install it. Climbing the hills out of West Virginia I noticed the temp gauge climbing perceptibly, something I’ve never seen it do since I replaced the water pump 9 years ago. The overflow bottle isn’t hooked up because the nipple at the filler neck came unbrazed years ago, and the cooling system needs a flush anyway.
- Oil and gear oil change. It’s been 8 years since the first one, and even though mileage is low, she could use some new fluids. This time I’m going to put Rotella 15W-40 diesel in, for the additional zinc.
- Sandblast, paint and install my spare set of valve covers. I’ve got a truck valve cover set with a long filler neck, and now that the Hydroboost is installed I can actually use them. This will make the addition of oil easier (and cleaner).
Buy caster shimsand install them. There’s more work to do to fix the new steering issues.
- Fix the heater linkage so that the heater actually shuts off. The valve in the engine compartment is stuck open, and needs some work to loosen up.
- Fix the windshield wiper motor mount and linkage. The wiper arm on the passenger side is too low and strikes the edge of the windshield, and the whole thing is very slow.
- Buy a 4×10 speaker and install it in the dash. So that I can hear the stereo at speed.
- Re-route the speaker wire. This has been needed for 9 years.
- Rebuild the spare carburetor (finally).
- Buy a hood gas strut and install it. It would just be so much easier to open and close the hood this way.
I’m home late on Sunday night from the IH Nationals. I smell like exhaust, summer air, sweat, and Dairy Queen. I’m sunburned on my face, nose and scalp. My shift leg feels like rubber. I’ve got grease caked under my nails that I have to clean out before bedtime. But every mile was worth it, and I’d like to do it again next year.
My first leg was from home to West Virginia to pick up Brian. I made an early morning appointment to have the alignment done because the new wheels make the truck wander at speed and I don’t like that too much. I waited in the parking lot for about 45 minutes before the guy got her up on the rack and after that it only took about a half an hour to get it dialed in. He said everything looked good, but the wandering was still there when I got on the highway. It took about a half an hour to get used to the new handling at highway speed, but once I settled in it was OK.
In West Virginia I picked up Brian at his family’s river house and we got on the road in short order. We were both excited to be in a Scout going to Nationals, so we were smiling like idiots the whole way. The weather was beautiful for the entire day so we put the soft top down and rode like that for most of the day in cool 80˚ sunshine. As we chased the sun West it lowered into our eyes so we put the bikini top on somewhere in Ohio and stuck with that for the rest of the day.
My previous calculations on fuel consumption put the average somewhere at 10mpg, and the venting on the fuel tank is still wonky, so she only likes to take about 8-10 gallons at a time at the pump. This meant our range was somewhere around 80 miles/1 hour between fill ups, and after a couple of stops it bore out the theory. We switched off driving so Brian got some wheel time and he got to scare himself when the truck would wiggle at speed.
Along the way we were given thumbs-ups and smiles and had our pictures taken; a helpful man in a pickup also let us know one of the license plate bolts had loosened itself with all the rattling and escaped somewhere in Pennsylvania. We pulled over and Brian asked if I had a zip-tie, to which I laughed as I pulled a bagful from the console. Once it was secured we continued on our way (and when the other bolt rattled itself off in Ohio we just zip-tied the whole thing on).
We pulled into Troy at sunset, following some signs for the WACO airfield, and suddenly found ourselves passing it. I pulled a quick U-turn and we drove onto the grounds to preview the site. Most people were out at dinner so we asked some of the few people milling around about timing for the next day, shot some quick pictures, and then went to find some food and a cold beer. We had to settle for an Applebee’s but the beer was cold so we didn’t complain.
Across the street at the hotel, the parking lot was filled with people and Internationals. I found a spot next to a familiar Maryland Scout owned by a friend of ours and we put the soft top up before checking in. Then we made a drink and wandered down to talk with some people until about 10, at which time we became pumpkins.
The next morning we were up early to get cleaned up and fed, and then we made our way to the site via a Tim Horton’s closer to town. I pulled onto the field and parked in the Scout II row, put the hood up, and got her ready. As we walked in to get registered I passed a couple I follow on Instagram who have a beautiful Scout they’ve been restoring and we made introductions. They walked with us to the registration desk and we filled out the paperwork and got our swag. I decided to have Peer Pressure judged for a laugh. Once we got that sorted out, we started walking the grounds.
At Carlisle there were a lot of Scouts but this was IH Mecca. There were more shiny new Scouts than I’d ever seen in one place, and they were out on the grounds and being driven regularly. There were the requisite lifted, caged, dieseled Scouts and there were rusty old original Scout 80’s with sliding windows and no seat belts. There was a gorgeous mid-60’s Travelall pulling a vintage Airstream. There were giant IH cabover tractors lined up in a row. There was a 6-door Airport Travelall. It was overwhelming.
We started with the parts vendors first, and I scored some bolts for my door hinges, which are missing, as well as four spare bolts for the bedrail caps. We were blown away by the sheer amount of stuff for sale (and this was the second day; apparently Friday is parts day) big and small. Everything from nuts and bolts to entire NOS quarter panels is available; there were trailers stacked with axles, body shells, and a few very clean turnkey Scouts as well.
From there we started looking at the display trucks, and that took the majority of the day. There were show-ready Travelalls, pickup trucks, and Wagonmasters (the El Camino version of IH’s Travelall). There were street-rod versions of the same, many with donor engines and drivelines.
We started down the line of Scout II’s and had to stop when we got 1/3 of the way for lunch. At the table we met up with a fellow all the way from Australia, who has a gaggle of Scouts, runs a club, and has been driving them for years.
From there we continued looking at the display trucks, stopping only to put the top up on Peer Pressure when gray clouds rolled in and rain started falling. Luckily it only rained for about 20 minutes and then cleared itself up; We spent that time in a tent filled with immaculate examples of IH’s entire range of trucks and even a Q-tip ready Farmall tractor. I looked at a Midas Traveler which, minus the outside paint job, was the spitting image of my college roommate Pat’s Traveler down to the brown plaid captain’s chairs and shag rug.
Once the rain passed we finished the displays and wandered up to the hangar where we ran into a bunch of friends, including Dennis, who had been one of the main mechanics on Peer Pressure’s brakes. We mentioned the wandering issue and he told us to get a Straight Steer bar and he’d help us install it in the parking lot. Never one to turn down knowledgable help, I ran to the Super Scout barn and grabbed the last one on the table.
By 4 o’clock Brian and I were pretty walked and talked out. We hung out in the barn for a while, waiting for another shower to pass, and made plans to follow Stephen into town for burgers and shakes at an old-school diner on Main Street. K’s is right out of the 1950’s from the interior decor to the paper hat on the head of the grillman, who knew Stephen from sight. Those burgers sure did taste good.
On the way back to the hotel we made a brief stop at a Harbor Freight for some box-end wrenches and a deadblow hammer and then found a parking spot before the raffle/auction started. Taking 1/2 hour to relax and kick back in our room, we poured some drinks and checked in with families, and then headed downstairs to join the crowd.
For years, there’s been a Saturday barbecue, raffle, and auction after the main show, held in the parking lot of the hotel. People bring all sorts of things to donate, and the entire pot goes to charity. They’ve raised tens of thousands of dollars each year, and the whole thing is a lot of fun. Dennis found us pretty quickly after we came outside and ran for his tool bag; with the tools I’d bought and his ratchet, we had the steering pump loosened and the Straight Steer into place with little effort. In 20 minutes we had the whole thing buttoned back up. Once again I thanked Dennis profusely for his help. Scout people are the fucking best.
Then we settled in for the raffle and auction. I’d bought 12 tickets, 6 for cash and 6 with my entry fee, and as usual, I didn’t win anything. (I had my heart set on a $500 gift certificate from IH Parts America. Oh well). The auction was fun, but I didn’t have a whole lot of cash left after the Straight Steer purchase and anything I wanted got bid out of my range pretty quickly.
I bumped into a nice fellow who asked about the safari top on Peer Pressure and the subject turned to the tires stacked in back; I didn’t have any bites on them at the show but he seemed interested when he saw them. As the night went on he thought more about it and told be he probably couldn’t do it. We stood and drank and talked with new friends and laughed until about 11, and by that point Brian and I were pretty crispy.
In the morning we got packed up early to leave, had some hotel breakfast and said our goodbyes, hit Tim Horton’s again for real coffee, and stopped off at the showgrounds for a toy for Finnegan. On the way out we saw the nice folks from @International_Camp_Bus striking their campsite and we traded a wave as we pulled away.
The ride back was quieter than the ride in; both Brian and I were pretty tired so conversation was more subdued. Peer Pressure drove maybe a smidge tighter, but the tires are still wandery in the tractor-trailer ruts and across expansion joints. It’s really a combination of the tires and the springs: the tires want to move around and the springs like to unload at speed, so just when you need some control the weight floats about six inches above the suspension and the steering gets squirrelly. And this with two adult males and 350+ lbs. of tires in the back. Amusingly, the engine and gearing are happy at 65mph and would easily do 70+ if prodded.
The sky was overcast for the whole way out of Ohio and through Pennsylvania/Maryland; it was only when we crossed the bridge into West Virginia that we got sunshine over our shoulders. I dropped Brian off at the river and stayed for about 15 minutes to stretch my legs. They offered me a dip in the river but it was 6PM and I was itching to be home, so I got back on the road.
The sunlight stuck with me on 70 into Maryland, and I was feeling good about getting home at 7 until I came upon brake lights going up a hill. As I slowly crested it I saw why: a rainbow crossed over the valley I was dropping into, and my heart rate increased a little. As I climbed back out of the valley the road got wetter and spray started kicking up in front of me. My wipers are functional but not at highway speeds, so I rely on Rain-X to keep the windshield clear. And, the soft top was completely folded up behind me. As I crested the next hill, fortune smiled upon me: a rest stop was directly ahead. I pulled off and put the top up in a light drizzle, then looked at the weather radar to see what was overhead: a small cloudburst was directly over I-70 and following it east about 5 miles ahead of me. As I waited the rain stopped and the residual heat started drying things out.
I figured I’d be smart and wait it out, so I killed 20 minutes making notes on the trip and then nervously got back on the road (after hoisting all the electronic gear and dry goods to a high spot on a tire in the middle of the truck). Fortune smiled on me again, because the rainclouds tapered off in front of me and the only problem I had was 20 minutes of stop-and-go traffic for some bridge maintenance up ahead. Peer Pressure’s lights all work flawlessly so I wasn’t worried about a night drive. The only one that doesn’t work is the speedometer but after ten years I can gauge her speed by the sound and feel of the engine through the pedals.
I pulled into Catonsville sweating the last couple gallons of gas (I was a little over my 80 mile interval and dreading the nonexistent breakdown lanes on the Beltway), backed into the garage and shut her down after a long day’s workout.
We covered almost 1,000 miles in three days, and she ran flawlessly. That truck never ceases to impress me. I am continually amazed at how lucky I am to have made the friends that share my hobby, and how willing they are to help and share their knowledge, as well as how lucky I am that this crazy purple-and-gold-and-red truck found me when it did. And special thanks to Brian, my best friend and Scout buddy, for talking me into this trip.
So I got to thinking yesterday about our upcoming trip to the IH Nationals in Ohio. I’ve owned Scouts for over 20 years and never made it out there to the Big Event, only the East Coast regionals at Carlisle twice, once with Chewbacca and once with Peer Pressure. I am as hesitant to go to Ohio for the same reasons I was hesitant to take her to the Eastern Shore: Something could happen. She could break down in any one of a million ways. We could get rained on the whole way out there (not the end of the world, but my wipers only have one setting: SLOW).
But as I thought, I realized I was holding myself back for some pretty dumb reasons. The 270-mile trip to the Eastern Shore was as good a shakedown cruise as I’m ever going to get for a 7-hour trip to Ohio. I’ll be with Brian, who will provide humor and good judgement should something go wrong. I’ll be on a major route that’s sure to be transited by other IH fans on the same journey. I’ll be surrounded by experts who can help diagnose and repair pretty much any issue I may have once we get there. I’ve got new tires on the truck that are much kinder than the ones they replaced. I’ve got newer, better insurance with a solid towing package.
I texted Brian in the middle of the day and told him what I was thinking and he helped talk me into it.
Today I made an appointment to have the alignment done on Friday morning at 8:15, which means I should be able to get on the road by 9. My hope is that it will solve the wandering issue and even out the wear on the tires. I’m going to bring the four Mud-Terrains and see if I can sell them while I’m at the show, along with an automatic transmission cover, a center console, and a spare set of Kayline bows I’ve had sitting in the garage for years.
Meanwhile I’m making a list of all the other crap I need to bring along:
- Fluids: antifreeze, brake fluid, ATF, water
- Spare hoses and hose clamps
- Bikini top for the journey
- Anxiety medication.
I did some minor fooling around with the Scout today while the weather was warm. One of the easiest things to accomplish was swapping out the windshield wipers. I used ANCO 5913’s, which come with a bolt and nut ready for mounting (Thanks, Mike Moore!). All I had to do was pull the old blades and grind the rivet off with a multifunction saw, and bolt the new blades on. Make sure your kits have the nut included; one of mine didn’t. I had to use a 1/2″ 14/40 bolt and a locknut from my bench stock to hook up the second blade.
Then I pulled the dash bezel off to try and get the radio working again (turned out it was the ground wire, which we had disconnected when we were diagnosing the fuel sender issue back in the fall). Wile I was in there I pulled both purple-painted light bars out and replaced them with clean spares.Then I tried getting the speedo out to replace some bulbs, but couldn’t get it to come through the dash cutout, so I gave it up and put everything back.
Nothing much to report around here. I dug out three spare wiper motors and brought them inside to the bench for winter work. The Scout was out for a brief errand this afternoon before the rain and wind hits. I put the top on tight, rolled up the windows, and battened down the garage, hoping that Sandy passes us by.
Now that things are getting cold outside, I’ve got to focus on things I can do inside. One thing that’s been bugging me since they stopped working are my wipers, which has proven to be problematic when it rains. I’ve got two spare wiper motors in my stash to work with and a can of electrical cleaner; I need some bearing grease to repack the interior and a clear set of instructions as to how.
1. My first clues about wiring are on the Binder Planet here:
It is a three wire motor with the common being the internal ground.
The wires to and from the Scout switch are:
82 +12 hot
82A +12 after going through breaker, feeds the park switch on the wipers, ( Green wire on Wiper plug) and hot into the switch.
82 B feeds high speed on the wipers, ( Black wire on wiper plug.)
82 C feeds low speed on wipers, (Red wire on wiper plug. )
A 187 goes to washer motor, on this setup, I have here, it`s a green wire, the rest of the wires are black..
The Scout switch in low speed position closes the circuit from 82 A to both 82 B and 82 C wires,
In high speed it closes the circuit from 82 A to 82 B only.
Check for frozen/binding linkage, especially the wiper pivots. Also running a separate ground from the motor case to the body helps, lots of times the ground path through the motor mounts isn’t very good and gets fixed accidentaly during motor replacement.
2. Key information for inside bench testing is here:
I would clean the inside good with electric parts cleaner. Then bench test it with a battery charger.
Trickle charge 2 amp for low, and 10 amp fast charge for high.
So, if and when I ever get some free time, this will be my next project.