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.
Here’s a 360˚ video of the ride home from Ohio in the Scout. Click and pan around within the movie as it plays.
Since May of 2009, I’ve put 9,436 miles on the Scout, according to the odometer. This is not accurate because the ratio gear on the odometer hasn’t been adjusted for larger tires (so, for example, 50mph indicated = 63mph). Doing a little back of the envelope math for the actual ratio (6 : 7.7) tells me that the actual mileage is somewhere around 12,100.
In that time I’ve spent a total of $3449.51 in parts and labor, or an average of $383.28 a year in maintenance (not including fuel, fluid top-offs, or horse-trading for parts or repairs).
The trip to Ohio was 982 highway miles (via Google), plus maybe 10 miles of running back and forth through Troy to and from the hotel. I’m figuring about 11mpg based on our consumption and Peer Pressure’s limit of about 8 gallons per fill-up. This isn’t as good as Chewbacca did (14mpg with the top down) but I’m running a bigger engine, bigger carburetor, and bigger tires on Peer Pressure.
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.
Briefly: We made it out and back with no major problems! A full write-up with pictures and video is forthcoming.
Peer Pressure made a 257-mile trip this past weekend to the Eastern Shore without a hitch. The kids loved it, I had a smile on my face the whole time, and it was her first visit to the shore–about as close as I’ll ever let her get to salt water.
I had no issues with starting, overheating, or odd distributor explosions. I am noticing that braking is getting wobbly up front, probably due to the rotors being warped (the only parts we didn’t replace during the brake job this spring) so I’m going to have them ground or replaced next month.
After that, it’s getting a set of road-going tires. Mud-Terrains are good for mud but loud as shit at 60mph.
Saturday I drove over to Brian’s house to join a bunch of guys helping him transplant a refreshed 345 into his Wagonmaster. The morning was gray, and I tried every rationalization I could to drive Peer Pressure over with my Hydroboost parts to see if I could have some of the experts help me install it. As I was loading up, rain started to fall and the radar showed a huge front moving in, so I switched to the Honda and begrudgingly drove over.
Almost everybody else had the same strategy I did, because there were only two other Internationals there out of twelve guys.
I stood around and soaked in as much of the knowledge as I could, offering help, a flashlight, or spare hand wherever I could. I’m not experienced enough by years to attempt a transplant myself, but seeing these guys do it so quickly is an inspiration.
By noon the engine was mated to the transmission and in the truck, and as I left at 3:30 the carb, AC, distributor, starter, and alternator were all installed.
Via a Facebook post later in the day, they got it running at about 6:30 that evening. Not bad!
This morning I met up with Brian H. and made a run down into Annapolis to pick up a Traveltop. I was a bit hung over, but Peer Pressure fired right up and made the trip easy. After meeting the seller at his house, we wound up talking to him for a good hour and a half before we started turning wrenches. It turns out he’s been buying and parting out trucks for the past couple of years, and he wants to thin his collection out a little.
This top is in really good shape. It’s baby blue with a roof rack, and apart from some minor rust issues under the driver’s window and leaks where the chrome strips sit on the top, it’s clean. The liftgate is in fantastic shape, the handle works perfectly, and the glass is all good. I’m going to pull the sliders out of my spare top and replace these as well as the seals, and maybe weld up a lot of the holes before painting it white.
He threw in a set of Kayline bows he had laying around, and I picked up a spare windshield with a tiny crack in the side as well. We made sure to invite him up to the next wrenching day in the springtime, and hopefully we can get a couple of other locals to meet up when the weather gets warmer.
It’s about time for an update! And yes, I’m starting this off with another bridge picture:
When last we left off, the welder couldn’t meet up with us, so we got a bunch of welds cleaned up, drilled holes for seatbelt mounts, and other smaller tasks accomplished. This Sunday I made it over the river by 10:15 and we were backing up to his shop by 11.
The first task was to mount up the swingarm. We clamped some plate to the top of the bumper, moved things back and forth and up and down, and finally found the right spot. He fired up the welder and got to work.
Once that was in place, we greased and assembled the swingarm cups and bearings, pressed them in with a socket, and set it onto the spindle. Not bad!
There’s a droop of maybe 1/2″ on the far side of the hinge, and even after torquing the castle nut down just a hair of vertical play in the arm.
I wasn’t concerned about the droop all that much, because the next part was welding a receiver to the other side. After lots of consultation, we decided to cut a flat plate and weld that to the face of the bumper, and then weld a section of angle iron to that to act as the shelf it sits on:
While that was cooling down, I had him weld my seatbelt bungs into the rollbar, the spare tire plate onto the standoff, the bolts for the Hi-Lift to the bumper, and the bolts for the spare.
Then, we pulled the whole bumper off to weld two plates of angle iron in behind the outer bumper mounting holes–one side to the frame and the other to the flat plate across the back of the frame. This should provide support for the weight of the tire and bumper.
Once that was all done, we threw everything into the back of the truck, paid the man, and headed back to Brian’s place. There we drilled out the mounting holes for the bumper, put that back in, mounted the swingarm, and tested the height of the receiver on the tailgate: too high! We had to chop about 1″ off the top of the receiver to clear the tailgate as it came down all the way, but there’s still plenty of backstop left to keep the arm from hitting the back of the truck. The last thing we did was drill a hole for a receiver pin; by then it was 6PM and time for a swim in the river.
When I get home this evening I’ll shoot some pictures of the swingarm open and add them here for reference.
So, next steps are:
- Pull everything back apart and clean up all the welds.
- Bondo up any holes and sand everything smooth.
- Etching primer on everything (POR-15 on the frame welds)
- Some kind of black high-impact paint to finish everything off
- Find a lock solution for the jack
- Pick up some lug nuts for the spare
- Find some kind of mounting solution for the license plate
- Run wiring to the license plate for lighting
- Mount it all back up and go!
Today I headed back to Chestertown for more bumper work with Brian. One new wrinkle in the fuel system saga is that filling the tank with more than 8 gallons of gas produces a mystery leak somewhere from the top (!?!?) out of sight. So when the tank gets dropped, I’ll have to sort that out as well.
The assemblies are back from the welder, and they look great. Only a few minor spots of burn-through here and there, stuff that can be fixed with a small amount of bondo and some sandpaper.
We pulled the stock bumper off, put the new one on, and did some test-fitting for the jack mounts. With some silicon padding down on the cradles, we marked off holes for mounting bolts and drilled them through. Then we revisited the spare tire mount, drilling holes for mounting bolts on the plate, then mocking up the arm and re-measuring vertical distance. Both sets of bolts I’d bought from Fastenal were too long, so we had to hit the local True Value to find stock in the proper length.
Once that was sorted out, we noticed the standoff was 2″ too long, so that got chopped down to size. Then the plate was marked and tacked onto the standoff, and we tacked mounting bolts in place on everything.
After lunch, we were still waiting for the welder to get back to us, so we busted out the grinders and cleaned up the welds a bit. Once I smooth it out with a flap wheel it’ll be ready for bondo, and then some etching primer.
The welder was AWOL until the late afternoon, which screwed up our timetable, so we dicked around with some other stuff before calling it a day. First up was drilling holes for seatbelt bungs, which look real pretty and will be even prettier when they’re welded and painted.
Then we thought about tracing the power lead from the fuel sender back to the dashboard, and got as far as pulling the dashboard valance panel off and mucking around with the gauge when I came to my senses and realized I needed to be on the road in an hour. This job can wait.
So, after a quick ride in Chewbacca, I packed up my gear and hit the road for home. As I was approaching the bridge, I hit the first in a series of rainshowers and found the wipers were dead, to my great dismay. They have been working reliably up until now, so maybe our wiggling the BHC made them angry or something. I stopped in to the local K-Mart and found some Rain-X, applied that liberally to the windshield, and continued home. That shit is awesome.