I drove out to my friend Dave’s house in Flintstone Sunday morning to see if there was anything else I could pick off the Scout II and Scout 80 he’s got beached up on the hill behind his house. Picking parts is fun but also like walking into a loop in the time-space continuum: after the first two hours, you think you’re ahead of the game. By 4 o’clock, you’re racing the setting sun and scrambling to do a cost-benefit analysis to gauge what’s worth pulling before you have to leave, and you still have to figure out how to stuff it all in the vehicle you brought.
Both times I’ve been there before I scrambled for the whole day to pull as much as I could in the time that I had, and I always left thinking, “dammit, I meant to grab ____ and ____ and ____.” Looking over the photos before I left, I knew there wasn’t a ton of stuff left, but there were some things worth going back for. Scouts on the East Coast are getting rarer and rarer on the ground, so I’m trying to get what I can while it’s still available. Dave is a nice guy and knows his stuff isn’t going to roll across the stage at Mecum, so he’s fair on price and happy to lend a hand or grab a tool.
Originally I was going to drive the Scout, so I put the traveltop back on Friday night and prepped a set of recovery tools. When that was done I installed the liftgate gas struts from IH Parts America and marveled at how much nicer they feel than the old mechanical lift. I also put the pod on the roof of the CR-V to hedge my bets. The forecast was wishy-washy about rain and I didn’t want to drive out in the Scout if I was going to get caught in a downpour.
The morning looked lousy so I loaded up the CR-V and hit the road a little after 8. Dave hasn’t sold anything since the last time I was up there, so I was able to pick up right where I’d left off. I walked around both trucks and hit all of the target areas with PB blaster before I busted out the impact driver and a new set of bits. Over the course of the day I was able to grab:
- The entire dash assembly with all wiring and mechanical switches
- The windshield glass (the frame is beyond toast)
- Both slider windows
- The rear liftgate with glass—it’s not perfect, but it’s better than the spare I have, and has hinges
- Both door strikers (I’d tried to get these last time, but the impact driver today was clutch)
- The A/C box
- The hood catch/release mechanism
- The passenger fender—it’s crispy in areas but might be worth repairing in the future. This took too much time to remove.
- An entire Scout 80 folding windshield with glass (score!)
- Other bits and bobs I can’t remember
I had the hood off the 80 and ready to load up, but Dave asked to keep it over the engine to keep the rain off. I also asked him about the 80 doors but he was keeping those for parts for his running truck.
On the dammit, I meant to list:
- I tried my best to pull the dashboard from the 80 but it’s fastened with some of the largest, stickiest Phillips-head screws I’ve ever dealt with. I want the IH speedometer BAD but couldn’t figure out how to get that without destroying it.
- I also tried to get the steering wheel assembly out but was stymied by several bolts down at the steering box and one up under the fender.
- The cowl was cut for a plow years ago, but I tried to get that too. There are several bolts inside the fenders that were rusted solid. If I ever go back I’ll ask Dave if I can Sawzall it off the front.
- On the Scout II I got stuck pulling the emergency brake assembly off—the brakes are likely frozen and I couldn’t get any slack to release the cable.
- The transmission tunnel cover—the automatic shift lever assembly gave me fits
- I meant to grab the power steering pump but ran out of time there as well.
I was pretty amazed that I was able to fit it all in the CR-V; if I’d taken that hood and door it would have been a very tight fit. As it was the pod came in super-handy: I put both the liftgate and the 80 windshield up there, freeing up space for the other bulky stuff in back. Driving home, covered in grease, PB blaster and dirt, I was happy to have gone back out and grabbed some of the last best junk before the snow started blowing and it all rusted away even further.
I ran across an auction for a Scout in Gold Poly the other day, and grabbed the photos while they were online. This is exactly what my tub looked like from the factory complete with a true ’75 grille:
Minus the west coast mirrors and black aftermarket wheels, of course. This rig even has the chrome trim strips, which mine was drilled for (Chewbacca did not have this exotic decoration). This one also has a factory step bumper, which Peer Pressure did not.
As much as I despise the purple, I think I like it better than Gold Poly. And I’m much happier with a ’72-73 grille than the odd ’75 grille design.
I also saw this gold ’75 at Nationals this year, parked several rigs down the line from me:
Gold with a white top and Rallye wheels—I like that look a lot more. And interestingly the grille surround is silver as well, something they did on the ’71-’72’s from the factory.
Wing windows on Scouts tend to break in three different places: the metal bar spanning the bottom of the mount (under the rubber) rusts and splits in half, usually around the spring. The inside latch breaks off at the base after years of opening and closing. Or, the hinge on the outside breaks off at one of the welds. The passenger side hinge broke on Peer Pressure’s window a few years ago. I’ve been meaning to replace it for a while now—I’d actually bought a replacement at Nationals in 2019. Saturday I figured I’d break the door down and get the new one in place.
I’ve actually got several spares. The one from Nats was crudely re-welded at some point, and the rubber is cracked in several places. I have a spare wing set from another parts haul but the metal bar is shot. The windows on the red doors look good, but the latch is busted on the passenger side. The wing unit on the Flintstone Scout doors look great: the rubber is in excellent shape, the chrome is perfect, and the latches work. Figuring this was the best option, I broke the passenger door down and got inside, and it was at this point I found that the metal track was rusted and probably stuck to the bottom track.
Sidebar: in order to remove windows from a Scout, you first have to unbolt and pull the wing windows out. Their frames integrate the top section of track that the main window follows upward as it closes; this track slides into a lower half that’s bolted into the door. Then you roll the window down, detach it from the scissor mechanism, and pull it out. Be careful with the scissor mechanism.
Because I was in a bit of a rush, I figured I’d use the Nats window and get it installed, and let the Flintstone door soak in PB blaster until I can get to it.
Getting the broken unit out was the hardest part. On paper, it’s easy. There are three bolts: one behind the silver button on the inside of the door, and two on the front side of the door above the top hinge. Lay some painter’s tape over the paint and use a 5-in-1 tool and a hammer to pop the button off. Two of the bolts are easy to remove but the top bolt above the hinge is tricky because there isn’t much room to get a socket inside the door and keep it attached to a ratchet; you have to pray it loosens by hand or pull the whole door off. Usually the bolts fall inside the door. I have a $2 Harbor Freight magnet for this situation.
Then it took a lot of coaxing, some PB blaster, lithium grease, and a good suggestion from Finn to get the window frame broken free and moving upwards—rain collects in the space between the tracks and welds them together with rust; this is the issue with the Flintstone doors. With proper leverage and a wood block, we worked it all the way out. I put that aside, greased the tracks, and used a rubber mallet to tap the replacement into place. Then I finger-tightened the bolts and tightened them with sockets.
So now there’s a latching wing window on the truck, but it looks shitty from the outside. At some point I’m going to start replacing broken parts with clean new ones; I just don’t know when that’s going to happen.
For as long as I’ve had Peer Pressure, I’ve had a nagging worry whenever I get behind the wheel that I’m going to run out of gas, because the gauge doesn’t work. I keep a small notebook with a careful record of mileage, updated at every gas stop, and using that with a vague rule of thumb—estimating 10 miles per gallon—has been working well for years. If I don’t lose track of how many miles I’ve gone, I’m usually in good shape. Sometimes I forget, though, and that’s what worries me.
On Friday of last week I was driving back through Chestertown to return to Brian’s house from the job site in Rock Hall, a distance of roughly 13 miles one way. I’d made the trip all week without doing the math, and I was preoccupied with all of the stuff I needed to do before heading back home that evening. I crossed over the two-lane bridge in the afternoon sunlight, sad to see my time on the Eastern Shore come to a close, and about 100 yards past the bridge I sputtered to a halt, the engine dead.
Getting her started again is pretty easy. I always have gas in the Rotopax, and a little squirt down the carb primes the engine right back up. As I filled the tank, I looked back at the bridge and thanked the Scout gods again for getting me over the span and onto the median without blocking traffic in the middle, and vowed to pay even closer attention to my fuel situation.
Another unexpected present showed up on my doorstep last week: an original Service Manual encased in a thick black binder. Unlike the one I bought a couple of years ago, this one contains all of the Scout chapters (the first one one is missing Bodies + Cab, Clutch, General Information, Transfer Case, and Wheels + Tires) and is in excellent shape—besides smelling strongly of basement. Interestingly, this is printed on individual, thin sheets of paper, while the first one is on heavier paper in signatures. I texted my benefactor and arranged to drop off a couple of six-packs of good beer on Sunday for his trouble. At this point I’ve got three Service Manuals: a reprint from Super Scouts, the incomplete version, and this one. Maybe I’ll sell the reprinted version…?
There’s a guy on Instagram who goes by the handle thescoutking and who posts some good info every week or so. One of the things he mentioned a while back is the exact part name for the plastic door clips that mount the metal card to the door. I found them on Amazon and forgot about them for a while until I got an alert that they were back in stock and the price had dropped, so I threw them in a cart with some other stuff.
In practice, they go in pretty well—you’ll have to use a hammer to tap them into place. They don’t stand off the door as far as the stock nuts do, and I’ve found that the stock cap-head screws don’t grab and hold quite as tightly in these as they do the stock nuts, but they’re a good replacement for 50-year-old plastic.
Finally, I saw that a couple of people at Nats had replaced their cigarette lighter sockets with integrated USB chargers, which also happen to read out the current voltage of the battery. I threw that in the Amazon cart as well to replace the adapter I’ve currently got. It’s about the same price as a new adapter, but the hole required to mount it is bigger: the diameter of the barrel is 1 1/8″ which will require drilling the existing hole out wider. Given that nothing in my Scout is stock anymore, I think this should be a pretty easy thing to add.
Sometimes being the Scout Guy in your neighborhood can bring unexpected benefits. About 10 years ago I bought a local Scout with some friends, towed it out of his driveway, and split up a bunch of parts he had stashed in his garage. (Part of me still kicks myself for not having bought the whole truck, but whatever). Yesterday afternoon he stopped by the house and dropped off a few more things he’d found stashed away; apparently he’s doing a deep clean and found a set of new steel endcaps, a cab mount, an armrest, and a jar of fasteners somewhere in his garage.
I asked several times if I could give him anything for the parts and he declined, so I offered him a ride the next time he was around.
In the meantime, the upcoming weather looks pretty clear, so I think I’m going to drive the Scout back over to the Eastern Shore for the week.
I’ve been putting a lot of miles on the Scout this summer, and she’s been running exceptionally well for me. My records show that I’ve put 1133 miles on since I went to Nationals, but as I’ve mentioned before my speedo calibration is wrong. If I do the math for my latest trip back from Chestertown, Google tells me my route from my last fillup was 87.5 miles. My odometer reads 77 miles. If I redo the ratio I worked out a couple of years ago I now come up with 100 miles true to 88 miles indicated (vs. 100 true to 78 indicated). This also checks out to +/- 1 mile when I apply it to my Nationals trip. When I do the (correct) math with the mileage recorded in my notebook, that works out to 2528 miles since the beginning of the year.
Doing some sleuthing, it looks like there’s a fuse blown or some other electrical gremlin between the switch on the dash and the wiper motor; the motor itself works fine when I put 12 volts to the contacts. From what I’ve read, the wiper switch itself has a breaker, and the switch doesn’t go through the fuse panel. I’ve put in a replacement switch from a different Scout to see if that fixed anything but I’ve still had no luck, so I’ll have to keep looking.
I got back from Nationals with shitty front brakes, a leaky gas tank, and a bunch of new parts to play with. First, I made a couple of calls and got brake work under control.
The gas vent line was probably the easiest win, so I sourced a brass barb fitting from Lowe’s and 4′ of 3/8″ gas line from NAPA with a new plastic filter. Swapping out the brass plug for the barb was easy, and the gas line went on quickly. I brought the line up into the driver’s rear fender, gaining access through the cover behind the spare tire, and lopped off about 1′ of the hose. Capping that with the filter, I zip-tied it to the other vent hose to keep it upright and buttoned everything up. Hopefully the tank will vent a bit smoother now, at least until I can sort out the larger issue with the sender.
At Nats, Brian and I brainstormed a way to add snap barrels to the back of the tailgate so that I can snap the back of the soft top closed, and after I sourced the small hardware (6/32″ stainless screws and nylock nuts) I drilled into the aftermarket aluminum diamond plate. There’s a divot in the top of the tailgate that the nuts tuck into neatly without touching the sheet metal; it wasn’t until Brian pointed that out that I realized the solution was that simple. D’oh! (Now I have to get the zippers fixed).
That left the windshield wiper issue as the next big problem, which I was not looking forward to diagnosing. I also needed to re-align the wiper arms on the windshield, and a little research revealed they are simple to remove and easy to reinstall. Taking the cowl cover off confirmed my suspicion that the linkage from the motor to the wiper arm had come looseâ€”this has happened before.
A trip to the Ace Hardware provided a quintet of e-clips in the right size, and I pulled the motor out completely to reattach the arm. Years ago I’d pulled it out and was never able to get it back in completely, so this time I focused on figuring out the secret trick of tucking the end of the bracket around the mount under the cowl. It’s now snugged tight with two bolts in the correct position. Then I had to fight to re-attach the first arm to the second linkage, which is always a treat.
With that done, I started diagnosing the wipers themselves; there is no response in the motor when I turn the switch at all. I have a 12-volt bench tester, so while the motor was out I confirmed that it’s not smoked; it revolved freely. A voltage tester hooked to the ground wire shows there’s no power coming through from the switch on the dash, so now I’m trying to pull the switch out and source a replacement.
While I was out on errands I stopped at the Harbor Freight to pick up a cheap stepped drill bit that went wider than 1″ diameter. The new glove box lockset from Binder Boneyard is a plastic barrel that’s much wider than the stock metal unit, so I had to open up the factory hole and grind off the two threaded studs on the backside of the glove box door. (Fun fact: I realized I have four spare glovebox doors when I went looking for another part in my bins).
This took all of about 15 minutes. Then I had to adjust the crappy metal tab I’d made to replace the catch on the inside of the glove box; apparently my dash is from a particularly boozy Friday shift in Fort Wayne, and does not feature the same loop catch found in all of the other Scout II’s I’ve ever seen or parted out. Once that was done and I had it fastened in the right place, the door closes snug to the dashboard and now features a lock! I’d like it a little more if it was made out of metal but for the price it can’t be beat, and anything that’s truly valuable is going to get locked into the Tuffy console or the ammo box in back anyway.
The final thing I did was to drill a single hole in the grille for my new (used) INTERNATIONAL badge, add some good 3M double-sided auto tape, and mount it to the sheetmetal in the proper position. She looks like a whole new truck!
My records say I put 925 miles on the Scout, which means it’s actually around 1187 if I do the math, but Google figures it’s about 1050. I used roughly 77.6 gallons of gas this time, which puts my mileage somewhere around 13.5 mpgâ€”which seems a little odd. I got about 12 on the last trip, and our route was almost exactly the same.
Some various reflections:
- My front brakes are scraping. I sourced a new local mechanic who can handle brake work quickly through another Scout guy in Ellicott City, and ordered rotors and pads today. I’m going to take the Scout camping in a week and a half, so I want them working right, and I don’t have time to futz with it myself.
- This was the most rain I’ve ever driven my Scout in. We were wet for 3/4 of the trip home, but everything worked as it should have. My wipers crapped out on the second half of the way back, so I’ll have to pull the cowl and replace the motor with a known good unit. While I’m in there I have to adjust the linkage to align correctly on the window.
- The gas tank is still a pain in my ass. I was dribbling gas after every fill up. This will require several fixes: I have to buy some gas-rated hose and rig up an overflow vent with a filter at the end to vent the extra air. Jim, one of the mechanics at Super Scouts, showed me how to do this on his pretty red Travelall. Then I’ll have to drop the tank and properly seal up the sender so that it doesn’t escape out the top. I said I was going to do this two years ago.
- In the fall when the soft top comes off I need to find a sail repair service in Annapolis and see if they can sew my zippers back on. The right one gave way on Saturday night when I was closing up the truck, so now both of them are shot.
- Brian helped me think of a way to install snap barrels on the aluminum sheet overlaying the tailgate so that I can snap down the soft top; this might actually work…
Part one of this story begins with the Scout in Annapolis, being looked over by my original Scout mechanic from 1997. To make a long story short, I needed new bearings and reached out to several mechanic friends, who were all backed up with work. My friend Mikey, who I know through a completely different set of friends, suggested Erickâ€”another example of worlds colliding in amazing ways. I brought the truck down to him with the bearings and he had both the fronts replaced by about 6:30 Wednesday evening. I ran down there with Jen, picked the truck up, and hustled it back home in a light rainstorm. I’d already prepacked everything so it was fast to throw stuff in the truck, kiss the girls, and hit the road to meet Bennett at a park and ride out on Route 70.
From there we drove out to West Virginia to meet Brian at his family river house, and we cracked a beer on the porch before hitting the sack in a beautiful new air conditioned camp trailer they bought last year.
Thursday morning broke hot and only got hotter. The temperature was in the 90’s but the humidity pushed the index into the 100’s, so we checked fluids in the trucks, packed ice and water, had a quick bite to eat and headed west. We hit only one minor slowdown for construction, and stopped every hour or so to hydrate, gas up, and air out the backs of our shirts. Bennett kept the location of the barbecue joint we hit two years ago so we stopped in there for some lunch at about two, and it was worth the wait.
Back on the road, we navigated the evening rush hour around Columbus and then got cooled off in a downpour west of the city which then seemed to follow us. With the bikini top on the truck and a speed above 40mph, everything in the truck stayed bone dry through the worst of the thunderstorm. I’d prewashed the windshield with Rain-X before we left and that helped the visibility; I only had to use the wipers occasionally.
We rolled into the hotel by about 8PM and found the parking lot about 3/4 full of antique trucks. There were a bunch of folks to stop and chat with, and we finally broke off to drag some gear inside before it started raining again. We’d all agreed to avoid restaurants and as much indoor exposure as possible, so we ordered a pizza and had it delivered to the room while the rain passed. Then we headed back outside to meet up with friends and drink some beer.
Friday morning we got an early start, as a lot of the good parts would be fresh on the grass at entry, so we ate a quick breakfast, brushed our teeth, and hit the road for the airfield. After a brief stop at Tim Horton’s drivethrough we entered the grounds and made our way over to the rows, where Bennett and I set up next to each other and Brian got a sweet spot right across the lane from us. After checking in and picking up our swag we set up my EZ-UP (lifesaver) and wandered over to the parts area.
There were a lot of goodies to look over, and I tried to show some restraint for as long as possible. I got a ’72 emblem for the front of Peer Pressure’s grille (mine is missing) for $5, a day-night rearview mirror to replace my single-position mirror for $15, a $20 transmission mount (mine is toast) and a sweet shirt from GRC Fab for $15. There was a lot of other amazing stuff there that I would love to have bought.
We ran into a bunch of friends on the grounds and caught up with them, but by 1PM we were crispy and hungry. We retired to the tent to grill some hamburgers and chat with our neighbor Dave, who owns a last-day 1980 diesel Scout and who was happily eating some homemade ice cream from one of the vendors.
Sipping on a delicious chocolate milkshake from said vendor I heard the announcer offer a door prize to the first person who could produce an IH keychain. I hustled up to the podium and showed him my worn leather keyfobâ€”the fob Chewbacca’s keys came onâ€”and claimed a nice plastic ammo box to hold all of my new parts.
By about 4 we were thoroughly baked so we lowered the tent and headed back to the hotel. The tailgate party was just kicking off so we cracked some beers and I ran upstairs for a quick shower. Then we grilled some dinner on Peer Pressure and talked with friends.
We met a nice kid who parked an immaculate ’78 Rallye next to Brian’s truck and struck up a conversation; he’d spent the last two years working on it with his Dad and was obviously pretty proud of the results. Every nut and bolt was new. The paint gleamed. The engine was spotless. We complimented him on his work and told him to keep it out of the rain. Turns out he was from western Maryland and he’d trailered it in with his Dad that day.
Another man asked me a question about my grille, and I got to talking with he and his teenage daughter. She’d just bought a Scout and wanted to fix it up, and they’d driven four hours from Illinois to learn more about Scouts and how to do things. I talked with them for about a half an hour and answered as much as I could, then recommended a few more people to talk with. He said he was struck by how friendly everyone was at the show, and I assured him this was pretty normal.
Brian and I called it at about 11:30 and after downing some more water we crashed out.
Saturday we got up early to make sure we got our spot back, and after some lousy hotel food and a Clif bar we hit the road for the fairgrounds. Our spot was where we left it, as was the EZ-UP, and we set up camp for the day under cloudy skies and 65Ëš temperatures. There were more vendors set up selling things so we hustled over to see what was newly available. I found a set of beautiful 2″ Stewart-Warner oil and amp gauges and got them for $15. Further down the line we stopped in to see Dan at the Binder Boneyard and I bought a locking glove box latch for $20, which should work better than the wiggly hunk of metal I’m currently running. Elsewhere I hemmed and hawed over an incomplete chrome trim set without the clips and walked away, feeling good about my self control.
I then spied a set of fiberglas inner panels and noticed the third section for above the liftgate doorâ€”this one had the cutout for a switch like mine. We figured Howie at Binder Boys would have one in stock. His booth is amazing; one half of his setup is two full tables of divided parts containers organized by fastener type, size, shape, and functionâ€”thousands of items. The other half is a trailer crammed with neatly organized large parts in racks and on shelves. He hustled into the trailer and within a minute handed me two to choose from, charging me $3 for the best one.
We headed back to the trucks to get some lunch, and then figured we should go over and check out IHPA’s booth up by the hangar. There we drooled over a lot of really nice stuffâ€”including the brake kits we’d seen at Lee’s place. Brian struck up a deal and got a great price on one minus shipping. I got a decent deal on a set of liftgate struts for my truck and decided I’d hit my spending limit.
We visited with friends, got some more ice cream, and wandered through the rest of the show looking at the new arrivals. When they announced the raffle would start at 6 back at the hotel, we broke down camp and headed back there at about 4:30 to get our spots in the parking lot. I was fortunate enough to have a guy park a genuine SSII next to me, which we took time to drool over as the sun finally came out.
The raffle went off pretty quickly (I did not win anything, as usual) and the auction was lots of fun. There wasn’t a lot that I was interested in this year, so I kept my wallet in my pocket.
After the raffle, things broke up into smaller groups. I was feeling pretty worn down, so I called home and talked to Jen for a bit away from the crowds. We mingled a little and chatted with some folks, but were feeling pretty beat and headed upstairs at around 11.
Bennett and I had a long drive ahead of us (Brian was stopping off in West Virginia) so we bailed out of the hotel, ate some breakfast in the parking lot, and checked over fluids and fasteners. After topping off the important stuff we got on the road under cloudy skies. At the first service station a fellow with a crusty SSII on a trailer pulled up next to me, and I wished him luck with his restoration. Talking to him on Friday I learned he’d found one of only 50 Midas SSII’s in existence under a tarp out in the boonies, and he was going to rebuild the whole thing.
We drove into the morning gloom and soon it started drizzling. It was enough to cover the windshield but not enough to be dangerous, which was lucky for me because my wipers stopped working somewhere in Western Maryland. Again, with the bikini top up everything in back stayed bone dry. I think the worst part was that for the first hour I was coldâ€” I was able to get to and put on my windbreaker but my legs were freezing until we stopped for a break and I could get under the hood to manually open my heater valve.
Beyond that, the ride home went off without a hitch. The roads were open, the rain let up right before Frederick, and for the final leg I drove with the top down and the sun on my back. I got into the house at 8PM and enjoyed some dinner with the girls in front of the TV.
Once again, our trusty old binders didn’t fail us. Once again, we had a great time getting out there, seeing friends, talking about trucks (and other stuff) and enjoying the summer in Ohio after it cooled off. We ate too much grilled meat off the tailgate, drank just enough beer, a lot more water, and avoided just enough rain to make it pleasant. Once again I had a great crew to enjoy the trip with, and I’m looking forward to next time.
Today I got a bunch of maintenance done on the Scout in preparation for the trip to Ohio. The two big things I wanted to knock out were draining and replacing the oil in the transmission and the transfer case, which had last been changed about ten years ago. The Scout has been leaking more these days. I don’t know exactly where it’s coming from, but I’ve been a little worried it’s from one of those two places, and the only way to find out was to see if they were empty or not.
I started with the transmission first, and when the drain plug came out it looked like it was pretty full and the oil was dark but not black. There were no shavings in the pan, and the end of the plug was cleanâ€”a great sign. I used a $10 pump to add 4 quarts of 50W racing oil back in. Unfortunately, the information I’d found last night was wrong: It only takes 3.5 quarts, so I spilled a pint of it on the driveway when it came back out. Great.
Next up was the transfer case, and this time I was ready for spillage. The oil in there looked about the same, and it wasn’t low. Pulling the transmission tunnel cover made it easier to pump oil back into the case from the top, even though the hose kept on wanting to pop off the pump spout after everything got slippery. I poured the old oil in a container to be recycled and stored the remainder.
When that was done I showed Finn how to loosen the bolts on top of each front shock and we added rubber bushings above the shock mount. Apparently mine had disintegrated, and Lee pointed that out last week, pulling two used bushings from his shelf and handing them to me. Then I pulled out the death wheel and chopped a length of the comically long U-bolts holding my front shocks on. Lee had recommended that simple fixâ€”I was prepared to buy a new set of heavy-duty bolts to replace them, but had never considered just cutting them. My plan is to find some fine-thread nuts that will fit and use those to clean up the threads of the bolts in case I need to remove or adjust things.
I also got a mechanical fuel pump from Rock Auto to carry as a spare, so that got added to the expedition list and will go in the lockbox out back with the spare coil, rotor and distributor cap, wires, belts, and fluids.
I got on the phones this week and called around to find someone to help with the bearings; my search led to Erick, an old friend from my early Scout days who worked on Chewbacca. He’s in Annapolis and has the time to help get them installed next week. I’ve got a pair on order from IHPA due to arrive on Tuesday, so hopefully he can get them installed next week.