Brian texted me last week to see if I was available for some junkyard picking, and we set up a time on Sunday afternoon to meet. He picked me up in the white Scout and we headed over to Jessup to see what we could find. He was looking to supplement the electric steering parts we pulled from a Versa back in October. Apparently we didn’t get everything we needed; we’d just grabbed the motor and called it done, when we also needed the bracketry, shaft, and other assorted wiring.
After a few minutes to get our bearings, we found a Versa with some serious front-end damage and found that someone had already pulled the driver’s door, steering wheel, and most of the dashboard apart. All the bracketry we needed was intact, and without the door it was even easier to get what we needed from under the dashboard. After about 20 minutes of futzing we pulled the entire assembly out and continued on our way.
I was there for three things, one of which was Scout related: the horn in Peer Pressure is the wimpiest, most pathetic little toot of any vehicle I’ve ever owned. It sounds like an Italian scooter. I wanted to find something that had some more chutzpah. I did some Internet searching and found that higher-end 80’s Cadillacs came with 4-note horns (an individual horn for each note) that are loud enough to wake the dead. The W126 Mercedes was second on the list followed by 90’s GM minivans, so I was able to narrow the search down on the yard’s handy inventory tool. As luck had it, there was a 300SE in the yard with my name on it. We found it pretty quickly, and someone had already removed the entire hood assembly, exposing the horns mounted to the radiator. All I had to do was put a 13mm socket on one bolt and disconnect the wiring, and they were in my hands.
We then looked for an eighth gen Honda Accord so that I could pull the passenger’s rear door lock assembly (mine has never locked or unlocked remotely since the day we got the car) and after ten careful minutes we pulled it from a wrecked black model with leather seats and four blown airbags.
Wandering around the junkyard, we happened upon a Sprinter van that had given up its engine, and I pulled another horn from behind the front bumper. It was getting late, and Brian’s motor assembly was getting heavy, so we called it a day and paid for our prizes.
Looking over these three horns on the bench, they’re identical—Mercedes apparently hasn’t updated their design in decades—apart from the note. The 300SE came with a 335hz and a 400hz horn wired in pair, and the Sprinter came with a 335hz. I’m going to start with the single from the Sprinter and see how it sounds in relation to the wuss stock horn, and if I need Get The Fuck Out Of My Way Loud I’ll put the dual set on and see how that does.
As for now, it’s cold and rainy (actually, snowing today) so Peer Pressure sits quietly in the garage, waiting for warmer weather.
One of our local Scout friends sent out a call for help this week via text: he’d located an original International Harvester fridge and was asking if anyone could help him move it from a basement in Woodlawn up to his house in Timonium. Intrigued, Bennett and I answered the Bat-Signal and we made plans to meet up at the house on Sunday morning.
For those that might not know, IH produced refrigerators, freezers, and air conditioners for a short period of time directly after World War II up until 1955, when they sold the division to Whirlpool. (The fridge on Friends was an IH model). The idea was that they would use their existing distribution channels to sell products to rural communities that had just been electrified, which is pretty clever, actually.
Bennett picked me up in Heavy D and we met Stephen in front of a 1950’s saltbox off Liberty Road. The house, and neighborhood, had clearly seen better days, but George, the owner, welcomed us inside his cramped, neat little house and led us down to the basement where we found our subject: a 1951 Model HA-84 refrigerator in very good condition, lined up against a wall. After measuring the doorways and the unit, I found a way to remove the door and we pulled all of the interior parts out—All either made of enamelware steel or glass, no shitty plastic here.
With George’s heavy-duty furniture dolly, we got it out the back door, pivoted in a tiny area, and then hauled it up the basement stairs to the backyard. From there it was pretty easy to move down the driveway, and the three of us deadlifted it up into the back of Heavy D’s bed.
At Stephen’s house, we brought it up the back stairs and into his dining room, where we stood it upright and put all the parts back on. It’s really in fantastic shape—all the internal parts are present and not broken, which is amazing. The steel on the outside is faded but will probably polish up well after a cleaning. The chrome is all in excellent shape. And from what we understand it runs perfectly.
We hung out and shot the shit for a while, including looking over Stephen’s IH Cub tractor and his new Scout 80 project, then grabbed some lunch before parting ways. All in all, a fun way to spend a gloomy Sunday, even if it wasn’t directly truck-related.
As shown in the time-lapse I posted earlier, we made some serious progress on Bennett’s injection project. Brian stopped by my place at a little after 8, chilled from a top-down ride over the bridge in the white Scout, so I made him a cup of coffee and we got him warmed up before humping a cabinet up into the new bathroom and then hitting the road.
Bennett had an array of tables set up in the driveway with Brian H, and they’d organized parts but waited for us to arrive before tearing anything down.
The Brians crawled under the truck to start dropping the tank while Bennett and I looked over the instructions for the carb and began yanking hoses and linkage off his mud-caked Thermoquad.
Soon we had the intake open and clean and started test-fitting the mounting plate, got the new throttle-body mounted, and started working out the wiring.
In back, Brian braved buckets of mud and rust falling into his eyes to get the tank dropped and mount new hoses, then installed the fuel pump under the driver’s door.
After a quick lunch, we got back at it and re-hung the fuel tank while Bennett drilled a hole in the firewall to pass the new wiring loom through to the glove box. At about 3 Brian and I had to head out so that we could make it to the junkyard before closing, but we left Bennett in good shape with most of the heavy two-person tasks complete (re-mounting the fuel tank is a pain in the ASS).
At the junkyard, we were looking for an electric steering motor from a Prius, a Versa, or a Kia Soul to modify the manual steering he’s got in the white Scout. Crazy Ray’s was bought by a national conglomerate a while back (it’s been a year or two since I’ve been) which means they now have an app that lists the inventory at all of their yards (!!!) and the stock is all lifted up on welded steel rim jack stands. They’ve cleaned up the operation a ton and it’s much easier to find things now—they even provide rolling engine lifts.
We found the one Prius in the yard but the motor was already gone, so we moved on to the Versa. After some digging under the hood (I figured it would be at the end of the steering shaft in the engine compartment) I was ready to give up but Brian looked under the dashboard and realized it was integral to the steering column. Once we figured that out it was an easy thing to tear down the dash and pull the unit out.
We made it out of the yard at closing time, said our farewells, and headed home. Turns out we left some of the required parts behind—we needed to grab the control module and something else, so he’ll have to go back and grab those things this weekend.
Hey! Look at that. That’s Bennett at the wheel of Peer Pressure on our way back home this weekend. I have few action shots of Peer Pressure taken from other vehicles, so this is cool to have, even if I’m not driving.
I topped off the fluids in the Scout on Saturday, put the spare tire back in, and put the bikini top on in preparation for our trip to Ohio on Wednesday evening. Our plan is to meet up at my place, where Brian will drive in from Delaware, Ray will come down from Pennsylvania, and Bennett will drive over from Columbia. We’ll split the two passengers among us and drive out to Brian’s cabin in WVA to overnight, then continue on in the morning from there. It should cut about 2 hours off of the overall commute.
While I was farting around in the engine bay I remembered that the mounting holes on my radiator overflow tank were broken and looked through my stash for a spare. Luckily I’d pulled one off the Scout I parted out in Wheaton 10 years ago, and it was in excellent shape. I spent 10 minutes with a screwdriver and a pair of pliers swapping them out.
Speaking of parts scouts, this ad showed up on Craigslist this morning. A guy is selling a ran-when-parked Scout and a second “clean body” for a total of $6,000. Before I get into a back-in-my-day rant, I’d like to wish this guy luck; if he can get $6,000 for these trucks, more power to him. But even with the inflated prices Scouts are beginning to command, that price for these trucks is astronomical. $6K should fetch a running vehicle and a donor body with a clean title. If this guy spent a day cleaning up the red truck and getting it running, he’d have a much better chance of selling both. As they sit, I’d give him maybe $1500 tops and offer to haul them away.
About a month ago, Brian blew one of the cylinders on the front brakes of his shiny new Scout and decided it was best to just upgrade the entire thing from drums to discs instead of fixing the old technology. We local guys traded emails around to organize a work day, and settled on April 6. I loaded up Peer Pressure with some basic tools, stopped over to Bennett’s house to pick him up with a load of specialty tools (brake tools are exotic and having the right ones is the difference between a great Saturday and a miserable weekend), and then we headed across the bridge to Brian’s house. There we crawled over his new Scout ooohing and aaahhing at the shiny metal and clean mechanical bits before jacking it up on stands and breaking the wheels down.
Having done mine last year I wasn’t completely unfamiliar with the process but getting his drums and backing plate off (he has a Dana 27 axle, the smaller cousin of the Dana 44) required removing the hubs. I’ve pulled several hubs off—the wrong way—so watching over Bennett’s shoulder on the passenger side was super handy. After he’d gotten halfway done I went over to the driver’s side and with Brian’s help we got that hub off ourselves. From there it took a little test fitting to put the caliper mounts in the right place, and suddenly the rotors were installed and in place. We kept joking that everything is much easier to work on when it’s not covered in 40-year-old grease and there isn’t rust falling in our eyes.
When we’d gotten the rotors and calipers on and the brake lines swapped out, we bled the system and Brian took it out for a test. It was still pretty spongy so we bled it again, and then a third time. It never did get as strong as a Scout II, which has a full size brake booster, and nowhere near the power of hydroboost, but it’s stopping straight and it feels good. It’s really a beautiful Scout. The guy he bought it from had excellent work done, and it’s about as close to a new Scout as I’ve ever seen. The engine (a 4-cylinder) purrs and there’s no oil on the engine at all.
By this time it was about 4, and even though I’d brought my radiator and a flush kit I knew it was too late to start on that. We sipped some beer and shot the breeze until about 5, and then packed up to head back home.
Bennett hasn’t been able to run Heavy D (his D-series pickup) because of a blown hub left over from some adventures at Pinelands, and mentioned that he was running up to Barnes IH for a replacement on Sunday. I remembered I had a spare I pulled from the Traveler we found in Mt. Airy back in 2013 and told him it was his for the taking. We also talked about the lovely ’66 Mustang sitting in his garage waiting for new brakes and I told him to name the date so that we could set up another work party.
Peer Pressure ran like a top the whole way out and the whole way back; about 160 miles. I did throw a quart of oil in her before I left and that made a huge difference in the sound and feel of the engine.
I’m really not on Facebook at all these days, but my account is still there. I had to pop in there to look something up this weekend and noticed Bennett had mentioned me in a post: apparently someone is selling a cab top that looks like it was painted purple the same day as my Scout. I’m half tempted just to buy it even though I don’t have a bulkhead to go with it (the section that sits between the bedrails).
I got a text from Brian yesterday with the photo above; he drive to Delaware and took possession of a beautiful 1968 Scout 800 painted white over red, which was previously restored a couple of years ago. It’s in fantastic shape and looks like it rolled off the factory floor (with a custom bumper, modern soft top, and bigger wheels). Due to scheduling and weather I haven’t been able to see it in person yet but I’m hoping we can organize a meetup sometime soon.
He’s already made a list of upgrades he wants to make. The rollbar in his Scout is only a single hoop, and because he wants to be able to take the whole family on the road, he wants to upgrade that to a family-style cage like he put in Chewbacca. I’ve been wanting to upgrade my rollbar with something more stout, as well as adding shoulder belts. GRC Fabrication makes rollbars for the 800 and Scout II that we’ve both been looking at, and if he pulls the trigger on a kit from them I’ll probably go in on it with him to save on shipping costs (and we can weld them up and install them at the same time).