One thing that didn’t make it on the 2018 To-Do list was the creation and installation of a longer retaining rod to secure the new spare tire. Stock 1976 Scout wheels were 10.5″ wide and thus the rod mounted to the rear bed wall is a certain length. I’m now dealing with tires that are 12.5″ wide, and the rod is definitely 2″ too short. I bought a 12″ threaded rod and a 3/8″ coupling nut a while back, thinking I’d extend the length of the existing rod and cut off what I didn’t need, but after a test fitting I found that the coupling nut would most likely be right where I needed the wingnut to be, and if my license plate bolts are any indicator, the coupling nut would rattle itself loose after 100 miles. Then I thought I’d make my own rod, by heating the threaded rod and bending it in my vise. I used a propane pipe torch ad within about 10 minutes had the main bend complete but found the shorter bend a little harder to accomplish.
I tried mounting it tonight. Turns out it’s still about 2″ too short, which is a bummer. I’m going to order a 18″ threaded rod tomorrow and see if I can make that work.
Meanwhile, Brian noticed a Scout for sale online and sent the link to Bennett and I. In the huge cache of pictures linked to the ad I noticed how the seller is mounting his spare, and slapped my forehead. Why not get a flat piece of steel, cut it down, and use it for a mounting plate? Looks like I have a trip to the steelyard to make this weekend.
I’ve also set the wheels in motion for a Maryland IH meetup sometime in November with the usual crew of guys, plus a bunch of new faces we’ve met over the last couple of years. As of right now there’s no set destination and no firm date, but I put together a simple online poll and hopefully we’ll get our act together in a week or so.
Trigger: pulled. Here’s what Peer Pressure looks like with new tires.
Visually not much different from the old ones, but the ride is like living in a dream world of quiet. The Mud-Terrains made a constant droning whine as the lugs hit the pavement which contributed to fatigue inside the cabin (I think this is why Finn always falls asleep in the Scout) but the new Generals are quiet and well-mannered. I do notice there’s a bit more wander on the road, because these are 12.5″ wide instead of 11.5″ but overall I’m extremely happy with them so far.
I happened to glance at a post on Kinja Deals that said General Tire is running a $100 rebate this month on a set of 4 tires. Checking Tirerack.com for the ones I wanted, they said availability was limited, so I went ahead and pulled the trigger ahead of schedule to take advantage of the savings, which will offset the cost of installation. I’m having them shipped to an NTB out on Rt. 40 who can install them for me. I went ahead and bought five so that I can finally have a matched spare, and I’ll stick that on one of the steelie rims I’ve got under the porch.
When I get the Mud Terrains off the rims, I’ll sell those on Craigslist and see if I can get about half my money back. For their age (the DOT stamp on the side claims they’re circa 2000) they are in fantastic shape, with no dry rot or cracking anywhere. The fronts have a lot more wear than the rears (which still look brand new) so I can’t command top dollar for them, but I’m sure they’ll get bought.
I took some time this afternoon to address something that’s bugged me for years: the droopy snap tiedowns on the soft top that keep the sides rolled up. This top is probably 20 years old at this point, and has had a hard life, so I’m not surprised the elastic nylon they used for the tiedowns is permanently expanded and loose. The result is that the side and back of the soft top, when rolled up, hung loosely on all three sides:
I busted out my West Marine snap repair kit and put a new snap in each of the tiedowns about 1/3 of the way up. This cut out all of the slack and holds the rolls closer to the edges of the top, giving it a crisper look (and making visibility from inside the cab much better.
While I had her out in the driveway I pulled the radio out of the dashboard and chased down the reason why it hasn’t worked since the first brake workday: Alan pulled it out to test the fuel sender but the plastic wire connector on the back worked its way loose from the radio. 5 minutes of disassembly and checking wires had the radio back up and running.
Hagerty is doing a great job of producing videos with helpful information. This one is on how to use a multimeter, which took just 9 minutes to explain three fundamental principles I only now understand.
Whenever I take the Scout out for a drive, I’m on the alert. I’m listening to the engine, feeling the brakes through the pedal, gauging the transmission through vibrations in the stick. Does that sound right? Are we pulling to the left? When did that start happening?
Now that the brakes are fixed and I had my misadventure with the distributor a few weeks ago, I’m doubly alert. As it happens, I’ve started hearing a clattering nose at idle that wasn’t present a few weeks ago. Today I had a little time and got under the truck to tighten up the emergency brake cabling, which means I can let it idle with the brake on and know that it’s not going to roll backwards into the garage. After I did that I put a flashlight into the wheel well and immediately found the source of the clattering: the exhaust manifold gasket on the driver’s side is bad, so I’ll have to order two new copper bolts for that and replace it. When the passenger’s side crapped out seven years ago I bought two just to be on the safe side, so there’s still one in my parts bin. Probably after the camping trip next week.
Oh, and I used a Permatex kit to re-glue the rear-view mirror back on to the windshield, which had fallen off about two weeks ago. I hope it works.
A couple of months back, when I was laid up, I got word that Bennett’s mother had passed. I met her once during a workday, and she was a real nice lady–she was even kind enough to make us all lunch. Now that her estate is being settled, he’s got to clear out the stuff he’d stored at her place. So he’s divesting himself of all but the essentials: a ’57 Studebaker Golden Hawk has been sold, a ’63 Valiant is still awaiting a buyer, and he’s sorting through the rest of his fleet. Most importantly, he wanted to move his ’53 IH R-110, named Phantom, out of the barn at the farm to his home garage. I’d offered to help months ago, and was looking forward to spending a day getting dirty moving trucks with friends.
First we had to make room, so I met he and Brian at his house to help move stuff from one bay of the garage to the other. I had to be careful not to pick up anything heavy so that I wouldn’t mess up my stomach, which is still healing, but tried to be as helpful as I could. When we had enough space cleared to fit a full-size pickup, we hopped in his brother’s Ford and headed up to the farm.
Upon arrival, we were faced with about 20 years worth of parts storage and cleanout. Actually, he’d already gone through a LOT of the stuff up there and moved, junked or sold it, but there’s still a bunch left. In front of the garage sat a spare R-series frame and bed loaded with parts he’s selling in bulk, so we continued piling stuff into that bed for disposal. Next, we reorganized a spare bed that was sitting on Phantom’s existing bed, spinning it 180 degrees so that it would fit neatly into the raised platform in his garage with the tailgate open.
We strapped that down to the bed and continued moving parts to the back of the Ford when we realized how many spare R-series parts he still had in the garage. I suggested we throw those in the back of Heavy D, which had been parked the farm, and I’d drive that home behind them. Quickly, we filled the beds of the Ford and the IH pickups with priceless 70-year-old sheet metal until there was no more room.
When we finished that, Bennett re-oriented the trailer and we started winching Phantom up onto the bed. This took some time and skill, but Bennett is a pro at this stuff and soon we had the whole thing strapped down and ready to go. Among the stuff he was getting rid of were two clean reclaimed Scout tailcaps and a full-size steel rim, which I grabbed, and he offered me a 25-gallon compressor and a heavy-duty toolchest, all for a price I couldn’t refuse.
When it was time to saddle up, I followed them down the hill and onto 40 in Heavy D, marveling at how different the driving experience in his truck feels. It’s got an identical engine/transmission combo as Peer Pressure, but the engine was built with a hotter cam so the idle is completely different and the transmission feels much smoother. It reminds me a lot of driving my Dad’s old Ford wrecker from our repossession days in terms of ride and steering: the suspension is softer than Peer Pressure (Conestoga wagons are softer than Peer Pressure, to be fair) and the oversized tires made steering something that had to be planned minutes in advance. Still, I loved it. I can’t remember the last time I drove a full-size pickup with butterfly windows, a bench seat, and a CB radio, but it’s been too long.
Returning to his house, we scratched our heads until we came up with a solution for how to get a heavily loaded trailer up the embankment of his driveway without cracking the concrete: we shoved some 2×4’s under the trailer tires to lessen the angle. Once we’d done that, and with a little scraping, Bennett was able to center a 22′ trailer with a longbed Ford in front of his narrow garage door with only two minor adjustments before shutting it down. For reference, this would be as easy as parking the Queen Mary in a phonebooth backwards with an outboard motor.
We used a snatch block around a concrete support pillar to winch the truck backwards off the trailer and got the second bed within inches of the raised platform it would be stored on; then it was a matter of backwoods engineering to jack it high enough to get the edge of the bed onto the lip of the platform. Once we had that done, it was a simple matter of using some 2×4’s to gain leverage and some pushing to get it in place. At this point I had to leave to meet the girls for an appointment up in Pikesville, so I said my goodbyes and cranked the Scout up to meet them there.
After the meeting, when I got in and turned the key to start it, I heard a POP from under the hood, and found that she wouldn’t catch. I added some gas to the carb, filled the tank with the remainder from my rotopax (remember, the gauge is still inoperable) and tried again: no luck. On further inspection, I realized the distributor cap was loose, and realized that the POP had been from gas vapor sneaking back into the distributor from a bad vacuum control diaphragm: when I turned it over, the vapor sparked and lit, popping the cap off and sending the rotor someplace I couldn’t find.
I fooled with it for a while, but was exhausted from the day, and the girls were waiting for me and for dinner. We returned home to eat, and did some investigation online before calling USAA to arrange for a tow back to our local garage. I’d added towing to our coverage a couple of years ago with this very thought in mind. Then I drove back up and waited for the truck to arrive. The guy driving the flatbed was a pro and we quickly got it loaded. I followed him to our neighborhood garage and we dropped it out front with an apologetic note to Jeff, the owner, describing the problem.
This afternoon I talked to Jeff and he’d already found the problem and ordered the part; hopefully it will be fixed sometime tomorrow and I can pick her up on Wednesday morning.
I was anxious to get the Scout on the road after getting back from Colombia this weekend, but I knew there was an issue I needed to address first: the passenger door latch mechanism had spun forward so that it wasn’t engaging the door pin, so the door wouldn’t close. I’ve been through this before with the driver’s door, and eventually swapped out the mechanism for a spare I’d pulled from the Wheaton Scout. As I dug into this latch I realized I was going to have to do the same thing for the passenger door. The complicating factor is that the latch assembly is tucked tightly behind the rearward track for the door glass, and won’t come out without the track out of the way.
(Purple over gold poly. Gorgeous, I know. This is after the glass came out).
Looking at my own directions, I started pulling the butterfly window but soon remembered that was not necessary. I cranked the main window down, pulled the clips off the scissor assembly, unscrewed the tab atop the butterfly frame and pulled the window out of the way. The track came out easily but the rivets holding the screw plate to the track finally gave up and broke off after repeated abuse.
(Broken track on the bottom: note the mounting plate has come de-riveted. Two spares are at the top).
Luckily I had pulled two spares from the Wheaton Scout. There was a bolt stuck in one of the screw holes, so I hit it with PBlaster, then heated it up on the bench grinder, and with a set of channel locks it came right out. The latch assembly and track got hit with some white lithium grease before I bolted them in, and the whole door went back together quickly. Then I tore the driver’s door down and did the same with that assembly to get the window moving more smoothly on its tracks.
(Bad latch on the right. The cam was not under tension from the spring, so it barely worked).
Once everything was buttoned back up I took her out for a spin around the block and the first new gas she’s had since December of 2017. The brakes feel tight and even–the pedal is firm and catches much quicker than the old manual booster ever did, and the truck doesn’t pull to either side like it used to. I still have to adjust the drums by reversing and braking, but overall I’m thrilled with the upgrade.
As I drove down Frederick Road, I caught sight of the Diesel Traveler coming my way and waved to the owner, who passed me on the narrow street. I turned around and gave chase but lost him as he crossed Rt. 40. At some point, I’ll catch up to him.
Update: we saw him parked nearby this afternoon when we went out for lunch.
My Scout friends came back on Sunday to help me button up the rear drum brakes on Peer Pressure. When last we left off, we’d put new pads and hoses on the front discs but when we pressurized the system one of the rear cylinders blew out under the increased pressure from the hydro-boost. It was getting late, and everyone was tired, so we agreed to meet again to finish it up. In the week following I bought a new set of drums to match the shoes I got with the Scout, as well as a full spring kit and two adjustable valves.
Bennett and Dennis came by in the early afternoon, bundled up for the freakishly cold weather (the day before, it had been sunny in the high 80’s) and we set to work. First we jacked up the rear and put the axle on jack stands. Then we pulled both wheels. I told Dennis I’d never done drums before, only discs, so he sat with me on one side while Bennett had the other side to himself. We pounded and pried off the drum on the driver’s side, mangling one of the clips in the process, and tore down the drum.
Dennis stepped me through the rebuild process patiently until we got to the clip that had been mangled, and then I had to get on the phone to find a new one. Luckily a local parts store had the kit we needed in stock, so we ran out to grab it.
I had inherited a set of brake shoes when I bought the truck, so it was a bit of a toss-up whether they would fit in the drums I got from NAPA. It turned out I needn’t have worried, and they went in without a hitch. Somehow Bennett got his side’s clips, springs, notches and pins aligned correctly and installed before Dennis and I did.
The shoes on the truck were still in excellent shape (as were the drums, actually) but we replaced everything while we had it open. Bennett had to reflare both brake lines because the fittings had rusted to the cylinder, which took time. Then we bled the whole system out, reflared a leaky fitting, and bled it again. At that point everything was holding pressure so Dennis fixed the brake light switch and we opened the barn doors for a test ride.
The difference is immediate and dramatic. The pedal throw is similar but the brakes dig in and hold a lot faster than they ever did before; the whole truck comes to a stop much faster and with purpose while the old system took a lot of frantic stomping and swearing to work. It’s going to take some getting used to, but that’s the kind of progress I like. It’s great to finally have this project completed.
I’m continually amazed and humbled at the generosity and patience of my friends, and I am thankful for their time and expertise. And they’re a lot of fun to hang out with. I really don’t know how I would pursue this hobby without them.
Last night’s cold and gusty weather continued into today, freshly piled leaves cluttering up all the places I’d raked in the rain last weekend. I had guests coming to the ghetto garage, so I tried to church it up as much as possible. Ray arrived from PA early, and stopped to pick up coffee and donuts for me. Bennett arrived soon after, and then Brian, Dennis, Brian H, Carl, and Alan. We stood around and shot the shit for a little while, and then dove into our list.
The Hydroboost unit went in with little fuss, although I can’t take any credit because I wasn’t doing much of the work. Bennett, Ray and Dennis are the subject matter experts, so the rest of us sort of stood around in my crowded little garage and watched as they worked their magic. Bennett pulled the battery, removed the stock brake booster and cleared the lines.
Ray set up the aluminum standoff block and drilled new holes in the Astro mounting plate while Dennis pulled the assembly under the dash apart. Within an hour the main unit was bolted in place and the hoses were run. There was some concern over the hard lines going from the pump to proportioning valve but Bennett showed his skill with a flare tool and had new ones bent and fitted in an hour.
While we had the brake system pulled apart, it made sense to pull the wheels and go through the brakes. However, NAPA failed me on Thursday and did not put my order through for pickup on Friday, so the pads, calipers, cylinders and other parts I’d ordered never arrived. Bennett raided his considerable parts stash and brought a new set of front pads, but when we pulled the front wheels off and looked at the calipers (and banged on them with a hammer) it was clear we would need replacements. I started working the phone, and a different NAPA came through for us. Somewhat stalled, we took a break for lunch at the local diner, and by the time we were done the parts were waiting for us.
Back in the garage the new calipers went on smoothly, and we bled the brake system from the front to the back. A few adjustments to the pedal were made, a legacy vacuum hose to the old booster was plugged, power steering fluid was procured and added, and the truck was idling smoothly with no squealing from the pump. However, Brian noticed the rear passenger brake started leaking heavily, so we shut the truck back down again. Apparently the brake cylinder blew up with the increase in pressure from the pump.
It was 6PM, getting cold, and already dark, so we called it a day at that point. I’ve got a list of parts to buy for the rear brakes–mainly a spring refit kit and two new soft brake lines, because I have shoes and bought cylinders today. We’ll pick up part two in a couple of weeks.