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.
This is about all I can do to the Scout right now, but it’s a welcome addition. I replaced the missing strap on the left corner of the soft top, sewing it into the seam where the top and rear panels meet. Hopefully it will last longer this time.
I don’t have much to write about. Peer Pressure is running really well. I had her out on errands last weekend in the sunshine and three different people stopped to talk to me about her. I had her out today at the Farmer’s Market and left the lights on by mistake; when I got back to start her up the battery was too low to crank. I got a jump from a friend who has a booth there and she fired right up. When I got back to the house I set up the trickle charger, which will run until next spring.
I did remake a new tiedown strap for the driver’s side corner of the soft top. It was missing when I bought her, so a few years ago I made one and sewed it on. Apparently I didn’t do it correctly, because it ripped off one day last spring and I haven’t seen it since. This time I bought stronger polyester UV-resistant canvas thread, so hopefully it’ll last longer when I get it sewed into place.
Santa (technically, my sister’s boyfriend) brought me a lovely gift this Christmas: a carb rebuild kit for my spare Thermoquad including all of the gasketry, springs, and other small parts needed to overhaul the mechanical bits. Introduced by Chrysler in 1969, the Thermoquad is a four-barrel carburetor designed with two small primary and two large secondary bores. At idle or cruise, the primary bores supply fuel to the engine in small amounts for efficiency, and under load or acceleration the secondary bores open up to dump fuel into the engine, adding power. It’s built around a phenolic resin chamber sandwiched with two aluminum plates, which was supposed to keep the temperature of the upper bowl 20˚ lower than standard metal carburetors of its day–because vapor lock was standard equipment on a 440 big block. So I’m going to have to study up on this Malaise-era marvel of engineering.
My engine, near as I can figure, is a 1979. As the 70’s wore on and emissions standards got stricter, engine displacement decreased and smog equipment strangled engines. IH trucks weren’t as strictly governed as passenger vehicles of the era (trucks over a certain weight and load limit were exempt from CAFE regulations, hence IHC advertising the Scout as the XLC in 1975 onwards) but smog equipment was still added to pass emissions tests, and the carbs got more complicated as the decade drew to a close. The Thermoquad sprouted all sorts of ports and valves and complicated linkages to govern choke, temperature, airflow and throttle, and the result is a lump of metal that looks like C-3PO screwed a pinball machine.
I’ve got three Thermoquads in my collection. The first is the one that came on Peer Pressure, which I had overhauled by my friend Rodney a few months after I got the truck. Tracing the serial number (9128S), it was originally made for a ’79 IHC 345ci engine with an automatic transmission. Rodney is a gearhead of the first order (he has a slingshot dragster parked in his driveway) and no stranger to carburetors. He made it sing, but that was eight years ago.
The second is a spare I picked up from a fellow north of Baltimore. This too is a 9128S. It’s the spitting image of the one on Peer Pressure, minus the funky extra linkage on the throttle arm to the left. It’s also the rebuild candidate and the one I’ll be working with here.
The third is a spare I picked up from my friend Jason, who converted his Traveler over to fuel injection two years ago. Tracing the serial number (9203S), it was originally made for a ’79-80 IHC 345ci California smogged engine with an automatic transmission. The top of the air horn at the fuel inlet is different, and there is one vent tube where my other carbs have two. It’s also super crispy and in need of a major wash. It will be my bench reference and possibly a source of spare parts.
The first order of business is to arm myself with knowledge. I downloaded a series of getting-to-know-you videos from YouTube where a gentleman steps through the features of the TQ, and another where he goes through the steps of rebuilding one. I’ve got the original ’72 Chrysler TQ service manual, an updated ’82 Federal Mogul manual, and the Dave Emanuel bible.
The first order of business is to clean them both, which will require a bucket of Simple Green and a couple cans of carb cleaner, which I’ll pick up this weekend. Then it’s on to the teardown.
I got impatient this afternoon. I had about 1/2 hour of free time, so I looked around the basement for some scrap metal I could use to build a temporary repair for the throttle bracket. Spying a used IKEA drawer rail from Finn’s dresser (a couple of years ago she leaned on the open drawer with enough force to bend the rollers off the rail, so I had to get replacements from the store and fix it), I measured it in place, then took a hacksaw and lopped off about 4″ at the end. After drilling a hole in the middle, I mounted it to the bracket and then mounted the cable bracket to the end–giving me another 2″ of slack in the throttle cable. I fired it up and the clutch acceleration problem is gone. To celebrate, Finn and I loaded it up and drove to the pool, where we swam until darkness, and then we drove home under a sky full of stars.
Later this summer, I’m going to fabricate a cleaner, more permanent solution. But we’re back on the road, and that’s all I care about.
I got the accelerator cable in on Friday, and after breakfast on Saturday morning I went outside to put it in. It’s fairly straightforward and went in without too much hassle, once I realized the loop molded into the cable wasn’t supposed to hook over the top of the bracket, but used to screw in (and provide room for adjustment) on the bracket itself. The cable hooked right up, and in about 10 minutes I was ready to fire it up and go for a test drive. But when I put the clutch in, the engine revved.
It turns out this isn’t an uncommon problem; what happens is that the cable is too tight on the carb, and the clutch linkage at the pedals travels up the firewall right next to the accelerator. When I push the clutch in, it forces the throttle linkage backwards, revving the engine. Problem is, I’ve got no play at all on the bracket. The cable is pushed as far forward (towards the carburetor) as possible; there’s nothing else. The arms on the carb aren’t adjustable, and there’s no other allowance for adjustment in the cable itself.
I looked in the fittings and bracketry that came with my second engine, but there’s no spare there. So I’m going to fabricate a U-shaped piece of metal with two holes. One side will go on the bracket and the other will hold the cable, and I’ll build in room for forward adjustment.
In other news, Finn and I drove to White Marsh to visit a guy who had an original IH Service Manual for sale on Craigslist. I have the new reprints from Super Scout Specialists, and they’re great, but I couldn’t pass this up. It’s softbound but 3-hole punched, so now I’ve got to keep my eye out for a 1 1/2″ red binder to put it in.
In doing the preliminary research on my carburetor, I stumbled upon a 16-part video series detailing the process of rebuilding a Thermoquad, which I downloaded for future reference.
Driving back from a yard sale on Saturday morning, the accelerator pedal dropped to the floor, again. Since I’ve owned Peer Pressure, I’ve had intermittent problems with the throttle cable, which was originally jury-rigged to the engine block with an automatic cable bracket. My friend Alan swapped me that for a manual bracket, but the cable itself was held to the bracket with a rubber-grommeted clip. When the engine heats up, the grommet gets slippery and the cable slips out of it. Usually this is a 5-minute fix, but on Saturday the grommet disintegrated in my hand as I was refastening it. With Finn waiting in the back seat, I jury-rigged the cable with some zip ties and we made it home under our own power.
On the phone with Super Scout Specialists, I learned that I have the wrong cable completely. The one I’m supposed to have is manufactured with a loop that goes around the bracket and held in place by the clip, so I ordered the correct part last night after investigating. I’ll have to carve out time to install it, based on when it gets here.
And I was thrilled last week when Bill Caswell started following me on Instagram!
Here are some crappy cellphone shots of my kick panels. The driver’s side was patched crudely before I got the truck, but the passenger’s side has always been swiss cheesy. I think I’ll wait for warm weather, take the angle grinder to both sides, and hit them with some rust encapsulator. One of my goals for this year is to get a decent welding rig and start practicing again so that I can take some smaller repair projects on; this would be a good one.
In other news, a printing vendor I use at work had a special on circle-cut stickers last week. I’ve been noodling with a design for our ad-hoc Maryland IH group, called Old Line State Binders, but I was having a hard time nailing down a design incorporating the Maryland flag. It’s a great flag but very visually busy, and in the last year there’s been a glut of shape-plus-flag stickers out there: a crab, deer, dogs, mustaches, etc.
My original idea was to use something ubiquitous to vintage 4-wheel-drive trucks: the locking hub. That part was pretty easy to nail down, and I took away some of the visual clutter to clean up the image. Integrating the flag and the name was the hard part. In order to keep the design circular (and get my cheap stickers before the deal expired), I left out the name and went with the following design:
Eventually I’ll figure out how the rest of the design should look. If you’d like a couple, drop me a line and I’ll send you one when I get them.
I’ve been really quiet on the Scout front for the last year or so due to work and family commitments. I haven’t visited the Binder Planet in ages. I’m hoping to get some time in the spring to organize a meeting and get back in touch with people.
Until today, whenever I had a passenger ride with me, I (usually) had to get out and lift their door from the outside in order to get it to close. This was annoying. Recently, the latch on the inside disengaged from the linkage, meaning I’d have to get out to let my passenger out.
The girls took a trip up to Philly today, so I was on my own. I made a quick dinner and pulled the Scout out of the garage, pulled the panel off the door, and took a look. The plastic retainer clip broke in my hand as I took it off, so I raided my stash to find a spare. The two doors I’ve got and my spare linkage are from a later year, so the clip is a grommet/steel combination that fits into a larger hole. I drilled out the hole and fit the clip, and that was that. Then I figured I’d look at the door itself.
I put some bracing under the door and loosened the six hinge bolts on the door itself. Then I tightened the middle bolt on the bottom, pivoted the door upwards, and readjusted the bracing. Then I cinched the middle top bolt, loosened the bottom, and pushed it in 1/8″. After tightening everything down, I tested it, and I got lucky: it closed as well as the day it rolled out of the factory.