My family owned an autoboby repair shop. We had a 1961 Scout, with this unique engine, set up as a snow plow and tow truck. My grandfather bought it new in 1961. It was a blast to drive! Power nothing, vacuum wipers and sliding half windows in the doors. The gearing was insane. In Granny gear, the torque felt like you could pull a house off its foundation! When my father retired in 2005, the Scout had 13,200 original miles on it!!!!! My uncle, living in Texas, drove to Pennsylvania with a flatbed and hauled it back to Texas. The Scout lives on!!
I use to have an international scout 2 , wish I still had it . The only problem with driving it was every time I drove past corn fields the damn thing always started pulling to the right !
Never had a Scout, but I loved the ScoutII's. The 304's were unbelievably bulletproof, due to their extremely thick cylinder walls, forged cranks and nickel-alloy blocks and gear-drive cams.
Back in the mid 80s I drove a ih one ton truck for waterproofing fountains ,it had the 304 in it I feel it was just as good as a 350 but a tad easier on gas. I miss that truck, should have bought it when boss man asked me if I wanted it😞
We lived in a wooded area at the end of the road . Me and older brother would take one of my dads 2 wheel drive trucks into the woods on old oil lease roads . We would sometimes get stuck and need pulled out . We would alway go get our elderly neighbor and his little scout truck to pull us . He never complained or told our dad. We were in our teens in the seventies. The poor neighbor was in his eighties, wonderful man . Never forget his little scout truck . Hopefully someday ill find one i can restore
There’s an older gentleman in my neighborhood that daily drives a 61 scout with the original 4 cyl engine. Smokes like a damn freight train. Can’t help but smile and shake my head every time he creeps by.
Just stumbled onto this video. My comment here is to clarify that the picture of the Scout 152 engine with the partial turbo (and disconnected outlet pipe to the right) is not a picture of the actual turbo option installed in the 1965-67 Scouts. It's a picture from a "turbo" Scout project I had around 2016. I was mocking up 152T turbo exhaust manifolding mounted to the larger IH 196 in a 1980 Scout II engine bay, to check for clearances and feasibility. My project was successful, but short lived.
You have touched a soft spot in me because in 1964 when I was 16 my parents bought a new International Scout all-wheel-drive. At the time I thought it was the most useful vehicle I had ever seen. Liked it so much better than the Mustang. We had the Scout for eight years and except for rust, very little went wrong with the Scout. I learned to drive stick shift on the Scout and we spent many times romping through snow in the winter and going camping in the summertime. I do not recall the four cylinder vibrating much. I loved the sound it made on take off. it sounded a bit like a farm tractor and had a chugging note to it. Indeed, it was bare-bones, although with ours, we did get the optional roll down windows and a heater and defroster. The only peculiarity it had was when it rained occasionally it would stall when you came to a stop. It was in the shop for that a number of times, but they claimed they could never find a problem. It did rust out, unfortunately after eight years as it occasionally leaked around the windshield. I also remember the steering wheel was on crooked from the factory. Instead of the bars going horizontally, they went vertically up and down. My father sold our Scout in 1972 to a friend up the street who fixed the rust in the floorboards, and had the Scout re-painted from the original tan with a white top to red with a white top. He drove it for another 10 years before he got rid of it. It was the greatest vehicle any teenager could've ever grown up with.
I had a 64 ih syep van with the sawed off four three speed stick through top of tranny military still had all the nomenclature tags that was the coolest hunting camping fishing, boon docking wagon ever made would go any where (just not real fast) wish i still had it!
I worked for IH as a field rep the late 70s and we were provided with new Scouts every year. Internally at IH, they were called “ETVs (employee travel vehicles) I had several 1978, 79 and 1980 Scout IIs. They had 304 and 345 v8s. All the V8 scouts came with standard dual exhaust , and they sounded amazing. Most were upper trim models, all with chrome rims, whitewalls and deluxe interiors. I’ve seen many restorations, but very few retain the original details such as correct decals, the whitewall tires and chrome Rally rims. I really loved driving them. Thanks Adam love your channel and the fascinating details !
My grandfather kept an old 4 cylinder mid 60’s Scout for decades at my grandparents NC summer home to serve as his mountain runabout. He loved it. It would sit in a rickety garage for 6 months every year during the winter and fire right up with a little coaxing when they returned in the spring. Other than having an automatic transmission, it was about as crude as a vehicle could get with dented body panels and a floppy soft top. He couldn’t have cared less. It suited him perfectly.
A friend had one of those Scouts. Don't know if it was the 152 or 196. It was not a fast car, but it would really lug. Had 3 speed floor shift, posi in the rear, plus 4 wheel drive with a low range. Had to spin both rears and one front before you were stuck. The engine was very durable, had medium-duty truck engine parts inside. That little car had a heart of gold!
I'm so glad you featured IH!! Don't forget about the Nissan powered diesel they offered. Absolutely zero power, but unreal fuel economy. Keep in mind, while not perfect, International carried over a lot of the durability and toughness from their ag lines to their vehicles. They didn't fair so well against rust, but tough as nails.
Nissan diesels are still a big thing outside of the US. With their expertise, I was disappointed they didn't engineer their own indestructible inline six diesel to go in the Titan pickups instead of a questionable V8 Cummins. I currently have a gas powered 1987 Nissan truck, so I can only imagine how long a Nissan diesel could last.
As per the rust issue that plagued International was because of the lack of galvanizing on the sheet metal used in their body parts. Along with fit and finish which was a little crude, definitely not award winning to say the least. Probably a cost-cutting measure by the top brass. International along with Dodge pickups (at the time circa 70's) were known for having weak bodies but bulletproof powertrains.
I was wondering if somebody was going to bring that up. Power be damned, people were looking for cheap fuel and good fuel economy at that time ('78-'79 I think).
This is fantastic - my first vehicle was a 1980 Scout 2, factory yellow with half a V8 and a 4 speed. My brother and I ran it for years then I drove it out to CO and sold it while out there. I miss that truck!
IIRC, all the V8s used the same block, just bored to different sizes. Our family had a ‘65 with the smallest V8, 260? It took forever to heat it up in the winter. They were built to commercial standards.
I had a slant 4 engine in my '67 Scout. I did just fine powerwise and it was stronger than a same period 4 cyl. Jeep. I had the '67 in the early 80's, I bought it from a farmer who had it that retired and was selling off all his equipment. It ran just fine but even then, parts were an issue. At around 146k on the clock I pulled the motor for an overhaul. The cam was basically a V8 cam minus half its lobes, but since the original cam couldn't be found, we used one from a V8. The cam we found didn't have the fuel pump lobe, so from then on it lived with a small cube type fuel pump. The distributor was the same as a V8, but with every other plug wire socket devoid of its contacts and filled in. Not being able to find the original cap, we used a V8 cap and simply filled every other port with RTV. It worked fine. I had that Scout till around 1990 or so, along the way I had picked up a parts truck for various items, mostly because it was super cheap. I had offered it to the guy who bought the '67 but he wasn't interested. Four years later I stumbled on a good running IH V8 and I put the V8 into the 1965 scout and used it mostly just for fun for a few years before other issues with it made me lose interest and it too got sold in favor of something with ac and a stereo.
Back in the Day Smokey Yunick took a Buick V6 that was originally cut down from a BUICK V8 and then cut it down to a 3-cylinder and injected and turbo'd that and made something like 350 hp and got 50 mpg. And it would fly and make sandwiches too. Or something like that...hahaha
Had a 1961 with the 152, a 1967 with the 196; much better than the 152 especially with the 4 speed. Lastly a 1970 SR2 with the AMC 232 6cyl, it was the fastest and smoothest on the road. For chugging around the Colorado mtn trails the 196 w/4spd was the best, wish I still had it!
I bought a 1963 Scout in the fall of 1971. It had a snow plow on it. Rear end was out of it. Was fortunate to find a used rear end. Ran the Scout until it was severely rusted out to the point that the passenger seat was falling through the floor. I found a 1965 Scout right hand drive with own motor. The body was in good condition. I swapped the body onto the 63 chassis. Swapped all the controls and dash and everything into the 65 body. Made new foor pans and bed floor. Completed the project in 1978. Ran it until 1985 and sold it for the same amount of money I originally paid for it. Plowed lots of snow with. Wish I still had this Scout.
In 1972 I traded a VW bug for a 1970 4 cylinder Scout with the full roof. I was in the USAF and my drive home went from 9 hours in the VW to 12 hours in the Scout. It was not a road trip vehicle and was like riding in a steel drum at 55-60 mph top speed! I traded it for a Pinto when I got married later that year. I sure do wish I had the old Scout today!
196 owner here! 78 Scout Terra. Very reliable. Won't win a race but does great. It's a little shakey LOL!!! My 392 in the my 75 Travelall is super smooth.
Out of high school I work for a short while at a golf course. One of our groundskeeping Golf course vehicle s was an early 60s International Scout. I don't think that thing could even accelerate up to 60 miles an hour downhill. It was dead dead slow!
In the 74-75 International light truck and the Travel all a v400 V8 engine was available. This was actually a AMC 401. I have one of these engines, getting ready to drop into a 82 Jeep J20.
I pulled a 401 AMC v8 from a old rusted IH pickup and rebuilt it and put it in my 74 Jeep CJ5. Fantastic power with just a few mods.Induction and Cam being the most important . The Comp 268H is absolutely perfect for the 401 in my opinion. The midrange power is perfect but really it really never stops pulling hard from idle to 5000 rpm It's just noticed the most from about 1200 - 4500 . Cruising at 2500 at 65 mph I can just step on it lightly and in a few seconds it's at 4000 and 100 mph with 3.73 gears and 35" tires. I've no idea how fast it is because I've never stayed in it longer than I needed to getting around someone on the highway. But it's got absolutely no problem frying 33" tires just looking at the gas pedal at a stoplight
@@GorillaCookies you are correct. The first time I did this engine, that was the cam I used. This time a Bullet Racing custom cam, 9.5:1 forged pistons and light head porting as well. Really interested to see how this turns out. The old way I could fry 33's with 3.73's as well. This time it's 32's!
When I worked construction, I drove International Harvester Dump Trucks. They were the bare bones models. The only time we had heat in them was the summer! My boss liked them because they were cheap and although they were not built for speed, they could haul a lot of weight!!
@@johneckert1365The 3.8 you refer to is simply the 3800 and the 3.3 is the 3300 reduced. They were not Chevy engines. GM did use 2.8, 3.1. & 3.4 SOHC engines used widely, and a 3.4 DOHC as well as a 3900.
@wymple09 You are incorrect. The Buick 3.8 is a 231, and the Chevy 3.8 is a 229. The Chevy 3.8 was only in RWD cars, never in FWD cars. It was easy to distinguish the two engines from eachother because the Chevy V6 had the distributor in the rear of the engine, identical to Chevy V8's, also all the front accessories (water pump, power steering pump, alternator, etc) were the same. There was also a CHEVY 3.3L V-6 that looked identical to the CHEVY 3.8 V-6. They have absolutely nothing in common with the Buick 3.3-3.8-4.1 family of V-6 engines. Research a 1978 Chevy Malibu, you'll find that the base engine was a 3.3 Chevrolet V6, which was basicly a 267 Chevy V8 with 2 cylinders missing. A year or so later the bore was enlarged to the 305 Chevy V8 diameter, making 229cid (3.8L). Eventually Chevrolet increased their V6 bore to thier 350 V8 diameter, giving us thier 262cid (4.3L) that was used through the mid 2000's.
Owned three Travelall's over the years, they were all the 1200/1210 3/4 ton models. When California started charging several hundred dollars to register a pickup and it would have to have a commercial plate, I could register my 'binder for about 35 dollars as a 3/4 ton station wagon. They sucked gas but would haul a load and keep it out of the rain plus if you went camping, you could put the air mattress in the back and have plenty of room for your gear.
I love the every-other-terminal on the distributor blocked off at 8:34 . I had a '68 with the small V8 in the late '70s, it was red with a white top, of course. I did have to repair a lot of rust, but mechanically it was solid. It may not have been the most luxurious ride, but it always got me there and we had fun with it. I remember on highway trips, after the engine warmed up and settled in, the engine emitted a busy subtle mechanical sound. That engine had a song of it's own. One of the more favored vehicle I have owned.
I had one in my 65 scout with an oil bath air filter, 3 speed with a warn overdrive, can’t remember the transfer case but had 4:88 gears with Detroit lockers. Sold it to my brother who had the engine rebuilt. It was running on two cylinders, i don’t know how? The other two had mice nest in it or something with maple seeds in them, the rebuilder said. I remember it seemed to run fine for me, top speed with overdrive on a flat highway was 60mp.
There was a car or two that used international engines, like the Mohs built in Madison, Wisconsin. Those cars would make an interesting episode they are not well known. The museum at the house on the rock has one.
Very interesting video! I had never heard of these IH 1/2 V-8 engines before. Also, the info about Raymond Lowe designing the IH logo, and the secondary (farmer-on-a-tractor) was a cool factoid. 👍
345 V8... But I agree about that manual trans. IH actually offered both overdrive and 5th gear direct drive 5 speed manuals back then. That was long before mainstream pickup and SUV's had 5 speeds. GM didn't offer 5 speeds in heavy pickups (they were in half tons a bit earlier) until when, late 80's or early 90's? I know you could still get a 4 speed manual in a 3/4- or 1-ton Chevy in the early 1990's. If you had a 5-speed in a light duty vehicle in the early 1970's, you had a rare machine. And if 5th gear of your 5 speed was direct drive, you have a very rare transmission for any decade!
@@nathangreer8219 I don't want to correct you again but just want to ask - What happened 35 years ago in 1989? Your 1970 Travelall was built 54 years ago already now.
I owned two Scout IIs and two IH pick-ups. One Scout had the 196 four cylinder. That one ran a bit rough on acceleration. The one with the 304 V-8 was much nicer. It kinda broke my heart when IH quit making those vehicles. I still have a 560 Farmall (same 232 c.i. six cylinder engine as my 1951 IH pick-up) that I drove home new from the dealer at age 11 when my dad bought it in 1963. Finally, I’ve driven hundreds of thousands of miles over the road in International semi tractors. International Harvestor is a big part of my life.
Don't hear enough about IH vehicles. When I worked on them in the 70s, I was impressed with how robust they were designed. I never experienced any driveability issues with them. They were just solid!
One of my old bosses had a international/AMC dealership in Oregon back in the early to late 70's. He'd say that was his funnist time in the car business, both companies were easy and fun to deal with and would give him anything he wanted for product. He could only remember one instance of one of his customers that had engine issue with a '74 Travel-All in which the engine (392) failed due to overheating. He couldn't recall exactly what caused the overheating issue, but they replaced the engine under warranty and International never questioned it. The biggest issue he'd seen at the time was "squeeks and rattles" and fit and finish (mainly water leaks)of the doors, windows, fenders, etc. He had said the bodies were crudely assembled which wasn't a big problem and a few rust issues that was because that International didn't galvanize their sheet metal for their body parts other then that they were great vehicles.
I Can’t say how much I enjoy your channel . The way you present information with no hype is refreshing. I’m 55 and a lifelong gear head, it’s annoying when some there’s some real engine family 101 stuff presented as if it’s more esoteric information. You don’t do that, I’ve been able to learn expanded knowledge on basic w Glen families I knew and become aware of some others. I also like your car collection in that you stay away from the more popular muscle and pony cars.
I have an issue of Popular Science from 1976 that has a review of a Scout 2 with a 198 CI six cylinder diesel mated to a four speed manual. The zero to sixty time was 29 seconds. A Subaru wagon with an 84 CI four was a bit quicker at 24.5 seconds. A Jeep Renegade with a 304 V8 smoked them both with a 10.6 second run.
I well remember when this engine appeared - I lived in Springfield, Ohio, where many residents worked at the large IH manufacturing plants in town. The Scout wasn't built here (I believe that these were built in Fort Wayne) but several local folks loyally bought them. They soon became known as underpowered rough-runners and were mostly used as farm/agricultural runabouts. Scouts with larger engines later were better accepted locally and used as grocery-getters for moms.
My dad worked at the Springfield plants from 1956 to 1970. We had a couple of Travelalls in the 60's and in the late 70's I had a '73 Travelall with the 392 that looked exactly like the one pictured in this video.
I drove a $500 64 IH step side pickup with the 152 and a 3 speed for many years. I gave it to a local farmer after it failed inspection due to rust. The performance it had was surprising.
Those early Scouts were also sold in Australia. The then GPO or today's Australia Post bought quite a few of them for deliveries and pickup in rural areas that were not to far but had difficult access. I believe they came over as CKD kits and were assembled in the IH plant at Geelong. My father had one for a short time and we went places in that that surprised me. He took my brother with him on a trip to Woomera in the mid 60's as he had some warranty work to do and it rained whilst they were up there. Back in those days South Australian outback roads were no more than a path cleared by a grader and the Woomera road got a lot of use. The pictures of the return journey are epic as according to Dad they drove through hundreds of miles of ankle deep rutted mud roads. That mud was mostly made from Bull Dust so it was particularly slimy. He said to me that my brother had to get home for school so he didnt wait it out like most and they pushed on to get home. They camped out for a couple of nights gut he praised his Scout as it never got seriously bogged and he even helped drag a 5 ton Truck out that was stuck. However they were very expensive in Australia and because the British got a far better deal on import duty they couldn't compete against the Land Rovers (That were not much cheaper) or the then bargain priced Japanese 4X4's. Even though Dad worked for IH he replaced it with a Nissan Patrol that was quite capable as well.
I H had a show room on Railway Terrace Mile End in Adelaide they had a couple of V8 Travellers ? 345 cu in I think ,priced to sell but fuel prices sky rocketed in the early 70s so not a goer on my paltry apprentice wages
@@chrisquinlan3012 Indeed the workshop and Showroom were built there only the showroom exists today. When built the workshop was the largest undercover area built without pillars to hold it up inside in the southern hemisphere. It had pillars but the main area was massive. Corner of East terrace and Goodenough street. Next door to the later built WD & HO Wills cigarette factory/warehouse and the Gassometer that later became the Ice Arena. It was loaded with Deco cues as well. It was quite unique.
That 1961 Scout in aqua color at about 3:01 is very elegant & simple in its styling......attractive I think. It seems the Scout never got the respect it deserved, but I remember seeing a lot of the early 70s models on the road as a kid.
I've owned a 60 Scout 800A with the Big 196 cu/in 4 banger and a 78 Scout II Terra with all the options powered by a 345 cu/in V-8. The 800A was minimalist, no power steering or brakes. It did have good heat though. Too bad that International never found a way to keep them from returning to the earth as a pile of rust. International Engines all share parts. the 152 shared all the engine internals with the 304 V-8, and the 196 shared with the 392 V-8. The 304 and the 345 shared some parts and the 345 and the 392 shared some parts. With all International trucks, you needed the date of manufacture and the VIN number, as their parts suppliers changed during the model year. They did however have very good configuration management, so as long as you have the DOM and VIN, you got the right part the first time.
One of my fathers colleagues, who we did a lot of camping with, had a brand new loaded Geen with White top, 1966 Travelall, which was still really basic. Our Boy Scout troop that Travelall and dad's 1963 International (IHC) C-1100, with a DIY chassis mount camper took our Boy Scout troop to San Felipe, Baja California. We all called it the 'Super Pickle', seriously fond memories.
I drove a Scout II with the 304 V8 for awhile. Great truck! All business, no frills *(unless you consider a heater a frill)* and very dependable. I’d love to have it today.
Scouts were small vehicles. I can't agree with you calling them "relatively heavy". They were some of the shortest length vehicles on the road, comparable to Jeep CJ's, which were also typically powered by 4-cyl engines in the 1960's (if not Buick V6's). But I admit, people also complained about Jeeps being underpowered.
In the late 70s and early 80s I has two Scout 80. That little four did a fair job of getting it around, it was as reliable as you can get it never let me down.
Once again my friend awesome video. Being a former owner of one Scout 800, that was my uncle’s before mine, he was the original owner that had bought it for hunting up north. With the 304 V8,4speed with the tallest 3:04 gears for highway cruising. Plus he plowed a LOT of snow on his property and street. Then I inherited it and drove for one year, then traded it in on. Used 73 Scout II in 76, that had the 258 AMC straight six, 727 automatic with one speed silent drive transfer case, with locking rear. That really wasn’t needed anywhere but ice/snow, because of the lack of torque to the ground, but it cruised all day at 70 easily and never used any oil. But I got tiered of having my friends get out to push on the beaches in deep sand, not because we got stuck, as I had 30-12.50-15 tires, but the lack of torque without low range. So I special ordered a 78 SCOUT II TERRA, 4 x4, 345 V8 dual exhaust, HD 727, HD Borg Warner 2 speed transfer. With 3:52 Detroit Tru Trac, in a Select Edition that was like the brown and gold one in the video, but mine was black and gold, with white removable cab roof, with two roll bars, one in the bed, one in the cab. With a 2” lift, 32/10.50-15 GoodYear Tracker tires. The factory grill/brush guard, and three HD skid plates from under the front bumper and under the axle, then oil pan to trans/transfer case and gas tank to ream bumper, plus trailer hitch. I added the biggest KONI shocks I’ve ever seen and Cebia Z Beam halogen headlights, which two KC DayLighters on the grill, 2, Cebia BiOscars on the grill that were driving and fog lights, plus a remote spotlight mount just above the windshield in the center of the can roof. With a KC DayLighter sealed bulb with 400,000 candle power, for a total of over 1,750,000 candle Power all together without the headlights. On a local beach on a dark night I could light up the entire beach from low tide line to the top of the dunes for as far as I could see, on a 4 mile stretch. The spotlight on the roof could light up a boat at least a mile off shore. At night pulling up to a friends apartment on the third floor coming up the hill from a quarter mile away I could light up his entire apartment like he had every light on! The lights were all so powerful it was a good thing I didn’t have AC, because I had to mount a second 180 amp, $250 custom wired and installed alternator and second battery just to keep them on for a few minutes at a time! Now with LED’s it’s nothing, but I had enough amps to weld with! The ONLY trouble with International vehicles was rust/rot. I even had the 78 TERRA Zeibart “rust proofed”, with the top of the line bumper to bumper lifetime coverage. When I went in for a claim in six years when all of a sudden after winter I noticed each fender and taillights showing signs of rusting? I was told sorry bout yer bad luck buddy to much driving on the beach!!! Even though the truck was meticulously maintained and cleaned and waxed and bottom rinsed all the time, looking like new as you walk up from across the parking lot! If I were to build one now? I would seriously consider using a fiberglass tub and front end. With a roll cage and re-enforcements.
When I was a kid just out of high school I purchased a 2wd 1965 Scout from an older man for the sum of $300. I drove that Scout for over a year and put 2 reman mud tires on the rear. It had cruise control, but no heater or a/c. The cruise control was a knob that was on the dash that was connected to the carburator. It had a top speed or almost 100 mph and had 2 10 gallon gas tanks. That old Scout never gave me any trouble with the exception of a front wheel bearing. I sold it to as used car dealer for $350. In 1973 I ordered a 4x4 Scout with a 4 speed tranny, auto locking hubs, a/c, 345 cu in engine with dual exhaust and 3:31 gears which was a mistake thinking the gearing would give me better gas mileage, but once I put taller tires on it, it lost a lot of power which required more gas. I should have opted for the 3:73 or 4:11.
I had a '61 Chevy Apache 10 Fleetside with cruise control. All old trucks had it. It was called the throttle cable. Pulled the knob out to get the desired speed and took my foot off the gas.
We were given the use of an 63 Scout in Arizona from my friend's dad who bought it at a farm auction. We took that thing everywhere off road and to work and back etc. It was very basic with a AM radio and a heater. It was a work horse and a utility jeep. We never thought of it as underpowered but did it's job very well. We all had unreliable hot rods for all our other fun.
My first driving experience Was in my dad's 61 scout when i was 12. We also had a 73 travelall in the late 70's ,sold it in 83. Scout was posi front and rear, would clinb anything!
My first automobile was a '73 International 1110 pickup, which I bought in 1975 while in high school. It had all the options checked off, including 392 v8, power steering and brakes, a/c, automatic, radio, deluxe interior, dual post mounted spotlights, dual gas tanks, and clearance lights. A Texas truck all its life, that truck rusted out from underneath me. Thanks
Thank you for recognizing international harvester they were a main player in the development of tractors machinery excavating equipment trucks and vehicles during this time period. Right after world war II they came out with the international TD 24 bulldozer my uncle owned one and mined coal with it. Largest dozer when it came out. It started on gas and you pulled a lever to switch over to diesel but this technology in the 1940s caused a lot of problems for international because it would break and bust the heads over time. They eventually sold their excavating line to Dresser and then to Dresta, which is a Polish company and still producing the TD 25 a derivative of the TD 24.
Raymond Loewy designed the I-over-H logo!!! I've always loved that logo. My dad had a tricycle layout tractor, and the logo really looks like a farmer on that type of tractor, either head-on or from behind.
Very interesting video! I've been around the ih logo for years, never saw the farmer on a tractor. Just today, my 9yr old boy saw and asked about the case ih logo on one of my hats. I explained what the ih stood for and the buy out that case made and now the merger with new Holland. He says, "the ih looks like a tractor!" Well shoot it sure does!
Another great engine episode! Though my father was the accountant for our local International Harvester dealership in the 1960s I did not know they used these four cylinder ‘mutations’!
except the Chrysler "slant" was a fresh design, not designed from another engine. They were initially designed as a slant to fit under the low hoods of the new Chrysler cars.
Nice feature Adam. I used to wish they dropped the AMC 304 into these Utes. Another interesting engine IH came up with was the gas/diesel combo engine. It was never used as a road engine as far as I know but it sure was an interesting concept, as back in the day diesels were hard cold starting engines.
IH already had their own 304 V8, which would soon be installed in Scouts. Why would you want them to use AMC's 304 instead? On your second point... Ya, that was even farther back in the day, ending in 1958 with the 450 and 650 tractors. The D282 engine which followed, IH's first direct-start diesel, was incidentally known as one of the most cold natured, hard starting diesels of the whole decade of the 1960's.
@@TonyM132 my thinking on the AMC vs IH was weight and performance. The AMC was a quick little rever while the IH characteristics were more like the truck engine it was. The weight bias favouring the AMC was almost 100 lbs. And seeing as the two companies had somewhat of a working alliance it looked like a good fit to me. As to your second point, that is as I recalled it as well. Thanks for sharing your observations. Much appreciated.
They still had the start on gas, diesel engine in the '64 TD-9 tracked dozer. That engine was the same as the Super WD-9 wheeled farm tractor. That was the biggest tractor available when it came out. Bit over a hundred horse, from what I remember. Great machines. 500 psi hydraulic systems on the dozer in 64. Leather seals on the cylinders and pumps still. Massive cylinders to lift a pretty light c-frame and blade. Way way better than the cable lift on the competition machines tho. Very high tech for the. times.
@@ExposingReflections The diesel engine in the Super WD-9, the gasoline-start 350 cu in 4-cyl, is the one I was referring to. Its use in farm tractors ended in 1958. I don't know anything about the construction equipment line, beyond that the TD-9 was a famous model. But looking it up on the tractordata site (which certainly has some errors but is generally accurate), it says the last year for the gas-start diesel in a TD-9 was 1959. And that the TD-9 ended production completely in 1962, with the direct-start D282 as its engine for its final three years. I think you're right about the Super WD-9 being the most powerful farm tractor when it debuted in 1953, but it wasn't 100 HP. Its Nebraska test in May 1954 showed 65 max belt HP. A year later, the Oliver Super 99 surpassed it with 79 belt HP from a GM/Detroit 3-71 3-cyl 2-stroke diesel. IH's gas-start 350 diesel engine continued in the model 600 and then 650 tractors through 1958, but it was not tested again or rated any higher by IH after 1954. The first conventional farm tractors to hit 100 PTO HP are generally considered the Deere 5010 in 1962 and Allis D21 in 1963. IH's first over 100 PTO HP was the 1206 in 1965.
My friends dad had one of those in his Scout 80. When he got it, it had every ring that was broken because of the previous owners abuse. He totally rebuilt it himself and then that little dude ran so great that it was scary. 👍
So glad you’ve now included THESE engines, along this series of vid’s covered rare, unusual, bizarre, extraordinary types of internal combustion engine designs! I’ve owned &/or worked on quite a variety of oddballs myself, from the teens thru on to modern. In the middle of rebuilding one of these IH 152’s right now.. refurbishing/restoring a 1966 IH Scout 800
I’m pondering how they would space the big end of the rods on a crank journal originally designed for two rods. Not machining half of the crankpin? Floating spacers? Assuming it’s the same crank as the parent V8. Balance would also be an issue with 4 pistons/rods missing on the crank.
Adam, thank you for covering some IH history! I can't wait to see your video on the Travelall too. Hopefully sometime you'll also get to IH pickups, Travelette, Wagonmaster, Scout Traveler, Scout Terra... I wish you could cover classic tractors and farm equipment too. With your presentation style, outstanding knowledge, and reliable accuracy, you would be better than all the youtubers currently doing it.
The large apple orchard my dad was the foreman / later manager back in the late 60's- early 70's had 2 IH Scouts, one with the I6 and 1 with the comanche 152. The I4 was in the shop at least 35% of the time.
My first truck was a Scout Terra with the 196. Lived in MT and it would always start for me. Had a -50 morning and it complained a little, but started.
We forget that electronic controls really rescued us from the malaise era and the limits of mechanical solutions. Hot-V twin(scroll)turbos and direct injection were unimaginable in the 60’s.
Later Scout IIs could be ordered with the Nissan SD33T, which had 110hp (not too shabby for a 3.3L, indirect-injected, low-boost turbodiesel). However, I assume that the likely higher purchase price, plus the cheapness of gasoline vs diesel would explain why only around 6400 were sold with this combination. For an average driver, it would take many years and miles to recoup that extra cost, however farmers who already had equipment running on (possibly subsidised) diesel would benefit from having this option. I think this combo would have done very well here in Australia, where petrol prices have always been much higher, even with our currency adjusted. We did assemble Scouts in Australia, via CKD kits along with the D-series Dodge/IH medium trucks and the cab-over heavy trucks. The IH trucks were powered by the 345 and 392 petrol V8s, and the infamous Neuss diesel as well as the Cummins C-series. The electrical distribution company that I work for, back in the day, had the IH cabovers as bucket trucks and mobile cranes, powered by the 345s and 392s. A work colleague did his mechanic's apprenticeship on these and nutted out some cool hotrod tricks to really get these cranking. He took the 345 heads and put them on the 392 for more compression, bumped the cam and ignition timing up, shimmed the valve springs for more seat pressure, and tweaked the vacuum governors on the Holleys to come in at a higher rpm. The drivers were quite happy with these "refinements". Mated to an Allison AT540, they would routinely get 2 MPG (standard or modified). They were very heavy engines (heavier than most big blocks), and I assume that the 4-cylinder version you featured here would also be a very weighty lump for the amount of power it produced.
If you want to see the SD33T in a "will it start and run 600 miles home"....Vice Grip Garage did one 2 years ago...@55mph with his 10 year old son with him on the adventure....
My brother worked for the forest service in the 60's. They used IH scouts to ferry supplies to lookout towers. In high elevation with steep roads the worn 4 cylinder would run out of power so they would park and carry provisions on packboards.
Porsche did this as well. They removed the drivers side bank of a 928's V8 and created the inline four that was used in the 944 and 968 models. They even built DOHC and turbocharged versions with up to 3.0 liters of displacement. These were very smooth due to a pair of balance shafts licensed from Mitsubishi.
The two old timers (1) out in California that have done conversions of OHV V-8s to OHC have put the 928 heads on Chevy Big Blocks. The hore spacing is really close. 1) Can't remember their names. They've done some really neat work.
One of our friends owned the garbage franchise for half of Marin County. He built his entire fleet, from 1-tons with dumpster forklifts on the back up to the biggest 10-wheel compactor trucks, out of Internationals.
Actually two different ones. The first was an 80 ? HP naturally aspirated, then a 110 hp turbo. The 345 I had was only rated at 195 hp 305 lbs ft. But that was enough to make my little TERRA, the quickest stock 0-45 low range on hard packed dirt drag racing in our local pit! The only truck to beat me was a 454 K1500 custom built rig.
My brother had an International Scout in the early 1970s. I don't remember many details about it other than it was a four cylinder/stick shift. I didn't care about it because my interest was musclecars, hotrods, & race cars. The one fun thing I remember about it was the roof unbolted and came off😁 My brother was sorry when he got rid of it.
I had a '61 scout with the same engine. Super smooth and very reliable engines. Decent torque for its size. No top end power at all. With vacuum actuated wipers. Climbing a hill in the rain I'd have to let off the power for the wipers to work. Good times.
My father had a 1965 Scout in the early 80s that got him through the infamous Christmas blizzard of 1982 in Denver. It had this engine but I don't recall which displacement. Rugged durability, not speed was it's strong point.
The old IH Scouts, they rusted out before they wore out! I've got a '74 200 4x4 one ton, 345 gas V-8. Awesome truck! My parents test drove a Scout 2, orange/black top with black and white checkered seats. Dad to this day says he should have bought it. Raymond Lowey also worked on railroad passenger cars, and the IH letter series tractors.
Never knew about this engine . As a Chrysler man I always loved the Slant 6. Kind of looks like it could have been called a Slant 4. Thanks for a great history lesson.
Yep Adam, the 4 Cylinder Comanche Engine seems to be too small to power an Int'l Scout and Unbalanced, as well.....My memory is of the V8's in the 70's & the Scouts were gas-guzzlers, leaking oil a lot. They were very heavy vehicles and not big sellers in OZ, though looked cool, Adam. Cheers fm Damo🤔🤲
The 2.5 was machined on the same transfer lines that were used for 232/258 blocks. The other block line (1) switched from 258s to 4.0s with minimal changes. Just cutting tools mostly. 1) There were 2 six cylinder block lines prior to the 2.5s introduction. The 199, 232, 258, 4.0, 2.5, 252 and 282 are all the same engine family with common architecture. The 252 and 282 were produced in Mexico. 232s and 258s punched out to a 3.875 bore. The 282 was the first 4.0 stroker!
Here in the UK, Vauxhall made a SOHC slant 4 that was also half of a V8. The original intention was that both 4 and 8 cylinder engines would share many parts and could therefore be built on the same production line. Unfortunately the V8 never got past the prototype stage.
I had a Pontiac Tempest. It had a "HALF OF A V8 too". I think the first year was . . . 1961 Lets see half of a 389 was 194.5 ci and when I bored mine .020 it became a 196 c.i. Strange coincidence.
I had a 64 Scout with the 4 cylinder. It had had a tough life. Had been used in a stone quarry to pull a large air compressor. Was rusty and ran poorly. Pulled the motor, had it bored .030 over. The cam lobes were basically round. Thought with a new cam and everything else it would make a big difference. Not really. Ran well, still no powerhouse. Fixed body, repainted, put a set white spoke wheels. Wish i had it today. Have had 4 IH pickups, have a 67 1100 in the driveway now. The IH pickups are TRUCKS.
My dad had this engine in his 1971 IH Scout 800B. Had a really interesting "growl" that it made when you gave it some excelleration. Not fast by any means.
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My family owned an autoboby repair shop. We had a 1961 Scout, with this unique engine, set up as a snow plow and tow truck. My grandfather bought it new in 1961. It was a blast to drive! Power nothing, vacuum wipers and sliding half windows in the doors. The gearing was insane. In Granny gear, the torque felt like you could pull a house off its foundation! When my father retired in 2005, the Scout had 13,200 original miles on it!!!!! My uncle, living in Texas, drove to Pennsylvania with a flatbed and hauled it back to Texas. The Scout lives on!!
Had one with 304 v8 never should have sold it.around 1980
Studebaker hawk nice!
Tejus... what a shit hole.
I’ve got a 64 scout 80 with one of these engines, a set of points and condenser and it was good to go.
Love the story and you have a cool family. 😊
I use to have an international scout 2 , wish I still had it . The only problem with driving it was every time I drove past corn fields the damn thing always started pulling to the right !
Never had a Scout, but I loved the ScoutII's. The 304's were unbelievably bulletproof, due to their extremely thick cylinder walls, forged cranks and nickel-alloy blocks and gear-drive cams.
The best by far for longevity as you could bore them over and over if you had to,but never really needed great motor
Back in the mid 80s I drove a ih one ton truck for waterproofing fountains ,it had the 304 in it I feel it was just as good as a 350 but a tad easier on gas. I miss that truck, should have bought it when boss man asked me if I wanted it😞
We lived in a wooded area at the end of the road . Me and older brother would take one of my dads 2 wheel drive trucks into the woods on old oil lease roads . We would sometimes get stuck and need pulled out . We would alway go get our elderly neighbor and his little scout truck to pull us . He never complained or told our dad. We were in our teens in the seventies. The poor neighbor was in his eighties, wonderful man . Never forget his little scout truck . Hopefully someday ill find one i can restore
The old guy had fun too 😉
There’s an older gentleman in my neighborhood that daily drives a 61 scout with the original 4 cyl engine. Smokes like a damn freight train. Can’t help but smile and shake my head every time he creeps by.
Just stumbled onto this video. My comment here is to clarify that the picture of the Scout 152 engine with the partial turbo (and disconnected outlet pipe to the right) is not a picture of the actual turbo option installed in the 1965-67 Scouts. It's a picture from a "turbo" Scout project I had around 2016. I was mocking up 152T turbo exhaust manifolding mounted to the larger IH 196 in a 1980 Scout II engine bay, to check for clearances and feasibility. My project was successful, but short lived.
You have touched a soft spot in me because in 1964 when I was 16 my parents bought a new International Scout all-wheel-drive. At the time I thought it was the most useful vehicle I had ever seen. Liked it so much better than the Mustang.
We had the Scout for eight years and except for rust, very little went wrong with the Scout. I learned to drive stick shift on the Scout and we spent many times romping through snow in the winter and going camping in the summertime. I do not recall the four cylinder vibrating much. I loved the sound it made on take off. it sounded a bit like a farm tractor and had a chugging note to it.
Indeed, it was bare-bones, although with ours, we did get the optional roll down windows and a heater and defroster. The only peculiarity it had was when it rained occasionally it would stall when you came to a stop. It was in the shop for that a number of times, but they claimed they could never find a problem. It did rust out, unfortunately after eight years as it occasionally leaked around the windshield. I also remember the steering wheel was on crooked from the factory. Instead of the bars going horizontally, they went vertically up and down.
My father sold our Scout in 1972 to a friend up the street who fixed the rust in the floorboards, and had the Scout re-painted from the original tan with a white top to red with a white top. He drove it for another 10 years before he got rid of it.
It was the greatest vehicle any teenager could've ever grown up with.
I had a 64 ih syep van with the sawed off four three speed stick through top of tranny military still had all the nomenclature tags that was the coolest hunting camping fishing, boon docking wagon ever made would go any where (just not real fast) wish i still had it!
I worked for IH as a field rep the late 70s and we were provided with new Scouts every year. Internally at IH, they were called “ETVs (employee travel vehicles) I had several 1978, 79 and 1980 Scout IIs. They had 304 and 345 v8s. All the V8 scouts came with standard dual exhaust , and they sounded amazing. Most were upper trim models, all with chrome rims, whitewalls and deluxe interiors. I’ve seen many restorations, but very few retain the original details such as correct decals, the whitewall tires and chrome Rally rims. I really loved driving them. Thanks Adam love your channel and the fascinating details !
If you binge watch old episodes of “Friends” closely you will notice that Monika and Rachel had an International Harverster refrigerator. Just sayin’
Can't say I was looking at their fridge... just saying
@@samholdsworth420 gotcha 😉
I learned something new. Thank you! I knew Nash had Kelvinator, but I just looked up IH refrigerators. There they were. Along with IH freezers.
@@Al-thecarhistorian and don’t forget Crossley. Another outfit that didn’t see that much difference between a car and a kitchen appliance
My grandfather kept an old 4 cylinder mid 60’s Scout for decades at my grandparents NC summer home to serve as his mountain runabout. He loved it. It would sit in a rickety garage for 6 months every year during the winter and fire right up with a little coaxing when they returned in the spring. Other than having an automatic transmission, it was about as crude as a vehicle could get with dented body panels and a floppy soft top. He couldn’t have cared less. It suited him perfectly.
A friend had one of those Scouts. Don't know if it was the 152 or 196. It was not a fast car, but it would really lug. Had 3 speed floor shift, posi in the rear, plus 4 wheel drive with a low range. Had to spin both rears and one front before you were stuck. The engine was very durable, had medium-duty truck engine parts inside. That little car had a heart of gold!
I'm so glad you featured IH!! Don't forget about the Nissan powered diesel they offered. Absolutely zero power, but unreal fuel economy. Keep in mind, while not perfect, International carried over a lot of the durability and toughness from their ag lines to their vehicles. They didn't fair so well against rust, but tough as nails.
Nissan diesels are still a big thing outside of the US. With their expertise, I was disappointed they didn't engineer their own indestructible inline six diesel to go in the Titan pickups instead of a questionable V8 Cummins. I currently have a gas powered 1987 Nissan truck, so I can only imagine how long a Nissan diesel could last.
As per the rust issue that plagued International was because of the lack of galvanizing on the sheet metal used in their body parts. Along with fit and finish which was a little crude, definitely not award winning to say the least. Probably a cost-cutting measure by the top brass. International along with Dodge pickups (at the time circa 70's) were known for having weak bodies but bulletproof powertrains.
@@michaelmurphy6869
IH bought cheap steel in bulk from France and stored outside.
I was wondering if somebody was going to bring that up. Power be damned, people were looking for cheap fuel and good fuel economy at that time ('78-'79 I think).
This is fantastic - my first vehicle was a 1980 Scout 2, factory yellow with half a V8 and a 4 speed. My brother and I ran it for years then I drove it out to CO and sold it while out there. I miss that truck!
IIRC, all the V8s used the same block, just bored to different sizes. Our family had a ‘65 with the smallest V8, 260? It took forever to heat it up in the winter. They were built to commercial standards.
I had a slant 4 engine in my '67 Scout. I did just fine powerwise and it was stronger than a same period 4 cyl. Jeep. I had the '67 in the early 80's, I bought it from a farmer who had it that retired and was selling off all his equipment. It ran just fine but even then, parts were an issue. At around 146k on the clock I pulled the motor for an overhaul. The cam was basically a V8 cam minus half its lobes, but since the original cam couldn't be found, we used one from a V8. The cam we found didn't have the fuel pump lobe, so from then on it lived with a small cube type fuel pump. The distributor was the same as a V8, but with every other plug wire socket devoid of its contacts and filled in. Not being able to find the original cap, we used a V8 cap and simply filled every other port with RTV. It worked fine.
I had that Scout till around 1990 or so, along the way I had picked up a parts truck for various items, mostly because it was super cheap. I had offered it to the guy who bought the '67 but he wasn't interested. Four years later I stumbled on a good running IH V8 and I put the V8 into the 1965 scout and used it mostly just for fun for a few years before other issues with it made me lose interest and it too got sold in favor of something with ac and a stereo.
Back in the Day Smokey Yunick took a Buick V6 that was originally cut down from a BUICK V8 and then cut it down to a 3-cylinder and injected and turbo'd that and made something like 350 hp and got 50 mpg. And it would fly and make sandwiches too. Or something like that...hahaha
Had a 1961 with the 152, a 1967 with the 196; much better than the 152 especially with the 4 speed. Lastly a 1970 SR2 with the AMC 232 6cyl, it was the fastest and smoothest on the road. For chugging around the Colorado mtn trails the 196 w/4spd was the best, wish I still had it!
I bought a 1963 Scout in the fall of 1971. It had a snow plow on it. Rear end was out of it. Was fortunate to find a used rear end. Ran the Scout until it was severely rusted out to the point that the passenger seat was falling through the floor. I found a 1965 Scout right hand drive with own motor. The body was in good condition. I swapped the body onto the 63 chassis. Swapped all the controls and dash and everything into the 65 body. Made new foor pans and bed floor. Completed the project in 1978. Ran it until 1985 and sold it for the same amount of money I originally paid for it. Plowed lots of snow with. Wish I still had this Scout.
In 1972 I traded a VW bug for a 1970 4 cylinder Scout with the full roof. I was in the USAF and my drive home went from 9 hours in the VW to 12 hours in the Scout. It was not a road trip vehicle and was like riding in a steel drum at 55-60 mph top speed! I traded it for a Pinto when I got married later that year. I sure do wish I had the old Scout today!
Can't believe you survived owning a Pinto, otherwise known as the dynamite car./sarc
196 owner here! 78 Scout Terra. Very reliable. Won't win a race but does great. It's a little shakey LOL!!! My 392 in the my 75 Travelall is super smooth.
Love it, when I was a kid I had a 1965 international Scout with the 152 4 cylinder really good off road but the freeway it was a slow go😊
Out of high school I work for a short while at
a golf course. One of our groundskeeping Golf course vehicle s was an early 60s International Scout. I don't think that thing could even accelerate up to 60 miles an hour downhill. It was dead dead slow!
In the 74-75 International light truck and the Travel all a v400 V8 engine was available. This was actually a AMC 401. I have one of these engines, getting ready to drop into a 82 Jeep J20.
I pulled a 401 AMC v8 from a old rusted IH pickup and rebuilt it and put it in my 74 Jeep CJ5. Fantastic power with just a few mods.Induction and Cam being the most important . The Comp 268H is absolutely perfect for the 401 in my opinion. The midrange power is perfect but really it really never stops pulling hard from idle to 5000 rpm It's just noticed the most from about 1200 - 4500 . Cruising at 2500 at 65 mph I can just step on it lightly and in a few seconds it's at 4000 and 100 mph with 3.73 gears and 35" tires. I've no idea how fast it is because I've never stayed in it longer than I needed to getting around someone on the highway. But it's got absolutely no problem frying 33" tires just looking at the gas pedal at a stoplight
@@GorillaCookies you are correct. The first time I did this engine, that was the cam I used. This time a Bullet Racing custom cam, 9.5:1 forged pistons and light head porting as well. Really interested to see how this turns out. The old way I could fry 33's with 3.73's as well. This time it's 32's!
When I worked construction, I drove International Harvester Dump Trucks. They were the bare bones models. The only time we had heat in them was the summer! My boss liked them because they were cheap and although they were not built for speed, they could haul a lot of weight!!
The best reiteration of all is the Chevy 4.3 V6. Pulled 2 cylinders out of a smallblock V8.
Indeed.
And Chevy's lesser known 3.8 and 3.3 90 degree V6.
@@johneckert1365The 3.8 you refer to is simply the 3800 and the 3.3 is the 3300 reduced. They were not Chevy engines. GM did use 2.8, 3.1. & 3.4 SOHC engines used widely, and a 3.4 DOHC as well as a 3900.
@wymple09 You are incorrect. The Buick 3.8 is a 231, and the Chevy 3.8 is a 229. The Chevy 3.8 was only in RWD cars, never in FWD cars. It was easy to distinguish the two engines from eachother because the Chevy V6 had the distributor in the rear of the engine, identical to Chevy V8's, also all the front accessories (water pump, power steering pump, alternator, etc) were the same. There was also a CHEVY 3.3L V-6 that looked identical to the CHEVY 3.8 V-6. They have absolutely nothing in common with the Buick 3.3-3.8-4.1 family of V-6 engines.
Research a 1978 Chevy Malibu, you'll find that the base engine was a 3.3 Chevrolet V6, which was basicly a 267 Chevy V8 with 2 cylinders missing. A year or so later the bore was enlarged to the 305 Chevy V8 diameter, making 229cid (3.8L). Eventually Chevrolet increased their V6 bore to thier 350 V8 diameter, giving us thier 262cid (4.3L) that was used through the mid 2000's.
@wymple09 You also left out Chevrolet's 3.5 V6, it in the same 60 degree V6 engine family as 2.8, 3.1, 3.4, 3.4 DOHC, and 3.9.
Owned three Travelall's over the years, they were all the 1200/1210 3/4 ton models. When California started charging several hundred dollars to register a pickup and it would have to have a commercial plate, I could register my 'binder for about 35 dollars as a 3/4 ton station wagon. They sucked gas but would haul a load and keep it out of the rain plus if you went camping, you could put the air mattress in the back and have plenty of room for your gear.
I love the every-other-terminal on the distributor blocked off at 8:34 . I had a '68 with the small V8 in the late '70s, it was red with a white top, of course. I did have to repair a lot of rust, but mechanically it was solid. It may not have been the most luxurious ride, but it always got me there and we had fun with it. I remember on highway trips, after the engine warmed up and settled in, the engine emitted a busy subtle mechanical sound. That engine had a song of it's own. One of the more favored vehicle I have owned.
A customer of mine has a Scout with a supercharger LSX. It's a blast to drive. Keeps you laughing the whole time
I had one in my 65 scout with an oil bath air filter, 3 speed with a warn overdrive, can’t remember the transfer case but had 4:88 gears with Detroit lockers. Sold it to my brother who had the engine rebuilt. It was running on two cylinders, i don’t know how? The other two had mice nest in it or something with maple seeds in them, the rebuilder said. I remember it seemed to run fine for me, top speed with overdrive on a flat highway was 60mp.
Love those old corn binders. Always got the job done.
There was a car or two that used international engines, like the Mohs built in Madison, Wisconsin. Those cars would make an interesting episode they are not well known. The museum at the house on the rock has one.
The House on the Rock has just about one of everything. 😄
i had a 65 scout for many years and off road adventures. it was slow but never got stuck in sand and was soo reliable . the 4 cyl engine was a gem
Very interesting video! I had never heard of these IH 1/2 V-8 engines before. Also, the info about Raymond Lowe designing the IH logo, and the secondary (farmer-on-a-tractor) was a cool factoid. 👍
I never knew that either, but now I'll never be able to unsee it.
Had a 1970 Travelall.... It actually hade the 354 and a genuine 5-speed manual (with overdrive) very ahead of it's time!
I think you mean the 345
345 V8... But I agree about that manual trans. IH actually offered both overdrive and 5th gear direct drive 5 speed manuals back then. That was long before mainstream pickup and SUV's had 5 speeds. GM didn't offer 5 speeds in heavy pickups (they were in half tons a bit earlier) until when, late 80's or early 90's? I know you could still get a 4 speed manual in a 3/4- or 1-ton Chevy in the early 1990's.
If you had a 5-speed in a light duty vehicle in the early 1970's, you had a rare machine. And if 5th gear of your 5 speed was direct drive, you have a very rare transmission for any decade!
@@tiredofit1235 Correct! 35 years ago..
@@TonyM132 For some reason, 35 years later, my brain said "354", but you are correct.
@@nathangreer8219 I don't want to correct you again but just want to ask - What happened 35 years ago in 1989? Your 1970 Travelall was built 54 years ago already now.
I owned two Scout IIs and two IH pick-ups. One Scout had the 196 four cylinder. That one ran a bit rough on acceleration. The one with the 304 V-8 was much nicer. It kinda broke my heart when IH quit making those vehicles. I still have a 560 Farmall (same 232 c.i. six cylinder engine as my 1951 IH pick-up) that I drove home new from the dealer at age 11 when my dad bought it in 1963. Finally, I’ve driven hundreds of thousands of miles over the road in International semi tractors. International Harvestor is a big part of my life.
My 152 still rides today with my 63 80. I don't think that I will ever get rid of it. Max speed is 45mph!! Woop Woop
Don't hear enough about IH vehicles. When I worked on them in the 70s, I was impressed with how robust they were designed. I never experienced any driveability issues with them. They were just solid!
One of my old bosses had a international/AMC dealership in Oregon back in the early to late 70's. He'd say that was his funnist time in the car business, both companies were easy and fun to deal with and would give him anything he wanted for product. He could only remember one instance of one of his customers that had engine issue with a '74 Travel-All in which the engine (392) failed due to overheating. He couldn't recall exactly what caused the overheating issue, but they replaced the engine under warranty and International never questioned it. The biggest issue he'd seen at the time was "squeeks and rattles" and fit and finish (mainly water leaks)of the doors, windows, fenders, etc. He had said the bodies were crudely assembled which wasn't a big problem and a few rust issues that was because that International didn't galvanize their sheet metal for their body parts other then that they were great vehicles.
I Can’t say how much I enjoy your channel . The way you present information with no hype is refreshing. I’m 55 and a lifelong gear head, it’s annoying when some there’s some real engine family 101 stuff presented as if it’s more esoteric information. You don’t do that, I’ve been able to learn expanded knowledge on basic w Glen families I knew and become aware of some others.
I also like your car collection in that you stay away from the more popular muscle and pony cars.
I have an issue of Popular Science from 1976 that has a review of a Scout 2 with a 198 CI six cylinder diesel mated to a four speed manual. The zero to sixty time was 29 seconds. A Subaru wagon with an 84 CI four was a bit quicker at 24.5 seconds. A Jeep Renegade with a 304 V8 smoked them both with a 10.6 second run.
I well remember when this engine appeared - I lived in Springfield, Ohio, where many residents worked at the large IH manufacturing plants in town. The Scout wasn't built here (I believe that these were built in Fort Wayne) but several local folks loyally bought them. They soon became known as underpowered rough-runners and were mostly used as farm/agricultural runabouts. Scouts with larger engines later were better accepted locally and used as grocery-getters for moms.
My dad worked at the Springfield plants from 1956 to 1970. We had a couple of Travelalls in the 60's and in the late 70's I had a '73 Travelall with the 392 that looked exactly like the one pictured in this video.
I drove a $500 64 IH step side pickup with the 152 and a 3 speed for many years. I gave it to a local farmer after it failed inspection due to rust. The performance it had was surprising.
That is A VERY RARE IH C900 pickup.
Scout. Kinda like a Bronco, but for men!
Those early Scouts were also sold in Australia. The then GPO or today's Australia Post bought quite a few of them for deliveries and pickup in rural areas that were not to far but had difficult access. I believe they came over as CKD kits and were assembled in the IH plant at Geelong. My father had one for a short time and we went places in that that surprised me. He took my brother with him on a trip to Woomera in the mid 60's as he had some warranty work to do and it rained whilst they were up there. Back in those days South Australian outback roads were no more than a path cleared by a grader and the Woomera road got a lot of use. The pictures of the return journey are epic as according to Dad they drove through hundreds of miles of ankle deep rutted mud roads. That mud was mostly made from Bull Dust so it was particularly slimy. He said to me that my brother had to get home for school so he didnt wait it out like most and they pushed on to get home. They camped out for a couple of nights gut he praised his Scout as it never got seriously bogged and he even helped drag a 5 ton Truck out that was stuck. However they were very expensive in Australia and because the British got a far better deal on import duty they couldn't compete against the Land Rovers (That were not much cheaper) or the then bargain priced Japanese 4X4's. Even though Dad worked for IH he replaced it with a Nissan Patrol that was quite capable as well.
The first vehicle shown at the start of the video has NSW plates.
I H had a show room on Railway Terrace Mile End in Adelaide they had a couple of V8 Travellers ? 345 cu in I think ,priced to sell but fuel prices sky rocketed in the early 70s so not a goer on my paltry apprentice wages
@@chrisquinlan3012 Indeed the workshop and Showroom were built there only the showroom exists today. When built the workshop was the largest undercover area built without pillars to hold it up inside in the southern hemisphere. It had pillars but the main area was massive. Corner of East terrace and Goodenough street. Next door to the later built WD & HO Wills cigarette factory/warehouse and the Gassometer that later became the Ice Arena. It was loaded with Deco cues as well. It was quite unique.
That 1961 Scout in aqua color at about 3:01 is very elegant & simple in its styling......attractive I think.
It seems the Scout never got the respect it deserved, but I remember seeing a lot of the early 70s models on the road as a kid.
I've owned a 60 Scout 800A with the Big 196 cu/in 4 banger and a 78 Scout II Terra with all the options powered by a 345 cu/in V-8.
The 800A was minimalist, no power steering or brakes. It did have good heat though. Too bad that International never found a way to keep them from returning to the earth as a pile of rust.
International Engines all share parts. the 152 shared all the engine internals with the 304 V-8, and the 196 shared with the 392 V-8. The 304 and the 345 shared some parts and the 345 and the 392 shared some parts.
With all International trucks, you needed the date of manufacture and the VIN number, as their parts suppliers changed during the model year. They did however have very good configuration management, so as long as you have the DOM and VIN, you got the right part the first time.
One of my fathers colleagues, who we did a lot of camping with, had a brand new loaded Geen with White top, 1966 Travelall, which was still really basic.
Our Boy Scout troop that Travelall and dad's 1963 International (IHC) C-1100, with a DIY chassis mount camper took our Boy Scout troop to San Felipe, Baja California.
We all called it the 'Super Pickle', seriously fond memories.
I drove a Scout II with the 304 V8 for awhile. Great truck! All business, no frills *(unless you consider a heater a frill)* and very dependable. I’d love to have it today.
Scouts were small vehicles. I can't agree with you calling them "relatively heavy". They were some of the shortest length vehicles on the road, comparable to Jeep CJ's, which were also typically powered by 4-cyl engines in the 1960's (if not Buick V6's). But I admit, people also complained about Jeeps being underpowered.
In the late 70s and early 80s I has two Scout 80. That little four did a fair job of getting it around, it was as reliable as you can get it never let me down.
Once again my friend awesome video. Being a former owner of one Scout 800, that was my uncle’s before mine, he was the original owner that had bought it for hunting up north. With the 304 V8,4speed with the tallest 3:04 gears for highway cruising. Plus he plowed a LOT of snow on his property and street. Then I inherited it and drove for one year, then traded it in on. Used 73 Scout II in 76, that had the 258 AMC straight six, 727 automatic with one speed silent drive transfer case, with locking rear. That really wasn’t needed anywhere but ice/snow, because of the lack of torque to the ground, but it cruised all day at 70 easily and never used any oil. But I got tiered of having my friends get out to push on the beaches in deep sand, not because we got stuck, as I had 30-12.50-15 tires, but the lack of torque without low range. So I special ordered a 78 SCOUT II TERRA, 4 x4, 345 V8 dual exhaust, HD 727, HD Borg Warner 2 speed transfer. With 3:52 Detroit Tru Trac, in a Select Edition that was like the brown and gold one in the video, but mine was black and gold, with white removable cab roof, with two roll bars, one in the bed, one in the cab. With a 2” lift, 32/10.50-15 GoodYear Tracker tires. The factory grill/brush guard, and three HD skid plates from under the front bumper and under the axle, then oil pan to trans/transfer case and gas tank to ream bumper, plus trailer hitch. I added the biggest KONI shocks I’ve ever seen and Cebia Z Beam halogen headlights, which two KC DayLighters on the grill, 2, Cebia BiOscars on the grill that were driving and fog lights, plus a remote spotlight mount just above the windshield in the center of the can roof. With a KC DayLighter sealed bulb with 400,000 candle power, for a total of over 1,750,000 candle Power all together without the headlights. On a local beach on a dark night I could light up the entire beach from low tide line to the top of the dunes for as far as I could see, on a 4 mile stretch. The spotlight on the roof could light up a boat at least a mile off shore. At night pulling up to a friends apartment on the third floor coming up the hill from a quarter mile away I could light up his entire apartment like he had every light on! The lights were all so powerful it was a good thing I didn’t have AC, because I had to mount a second 180 amp, $250 custom wired and installed alternator and second battery just to keep them on for a few minutes at a time! Now with LED’s it’s nothing, but I had enough amps to weld with! The ONLY trouble with International vehicles was rust/rot. I even had the 78 TERRA Zeibart “rust proofed”, with the top of the line bumper to bumper lifetime coverage. When I went in for a claim in six years when all of a sudden after winter I noticed each fender and taillights showing signs of rusting? I was told sorry bout yer bad luck buddy to much driving on the beach!!! Even though the truck was meticulously maintained and cleaned and waxed and bottom rinsed all the time, looking like new as you walk up from across the parking lot! If I were to build one now? I would seriously consider using a fiberglass tub and front end. With a roll cage and re-enforcements.
When I was a kid just out of high school I purchased a 2wd 1965 Scout from an older man for the sum of $300. I drove that Scout for over a year and put 2 reman mud tires on the rear. It had cruise control, but no heater or a/c. The cruise control was a knob that was on the dash that was connected to the carburator. It had a top speed or almost 100 mph and had 2 10 gallon gas tanks. That old Scout never gave me any trouble with the exception of a front wheel bearing. I sold it to as used car dealer for $350. In 1973 I ordered a 4x4 Scout with a 4 speed tranny, auto locking hubs, a/c, 345 cu in engine with dual exhaust and 3:31 gears which was a mistake thinking the gearing would give me better gas mileage, but once I put taller tires on it, it lost a lot of power which required more gas. I should have opted for the 3:73 or 4:11.
I had a '61 Chevy Apache 10 Fleetside with cruise control. All old trucks had it. It was called the throttle cable. Pulled the knob out to get the desired speed and took my foot off the gas.
@@sd31263 Did it have a heater?
We were given the use of an 63 Scout in Arizona from my friend's dad who bought it at a farm auction. We took that thing everywhere off road and to work and back etc. It was very basic with a AM radio and a heater. It was a work horse and a utility jeep. We never thought of it as underpowered but did it's job very well. We all had unreliable hot rods for all our other fun.
My brother had a Scout with a complete repair manual. I seem to remember they had four cylinder based on the 401 V8. It displaced 200.5 ci.
My first driving experience
Was in my dad's 61 scout when i was 12. We also had a 73 travelall in the late 70's ,sold it in 83. Scout was posi front and rear, would clinb anything!
My first automobile was a '73 International 1110 pickup, which I bought in 1975 while in high school. It had all the options checked off, including 392 v8, power steering and brakes, a/c, automatic, radio, deluxe interior, dual post mounted spotlights, dual gas tanks, and clearance lights.
A Texas truck all its life, that truck rusted out from underneath me.
Thanks
Yeah, mine did too. Ohio truck all it's life. 145,000 miles plus on drive train, still ran great, but little pieces fell at every bump.
IH bought their steel in cheaply in bulk from France and left it outside before production. Hence IH truck were born and died in rust.
Rust was a big issue with most International vehicles of the70s, especially Scouts and Travelalls.
Thank you for recognizing international harvester they were a main player in the development of tractors machinery excavating equipment trucks and vehicles during this time period. Right after world war II they came out with the international TD 24 bulldozer my uncle owned one and mined coal with it. Largest dozer when it came out. It started on gas and you pulled a lever to switch over to diesel but this technology in the 1940s caused a lot of problems for international because it would break and bust the heads over time. They eventually sold their excavating line to Dresser and then to Dresta, which is a Polish company and still producing the TD 25 a derivative of the TD 24.
Raymond Loewy designed the I-over-H logo!!! I've always loved that logo. My dad had a tricycle layout tractor, and the logo really looks like a farmer on that type of tractor, either head-on or from behind.
That’s exactly what it is.
Very interesting video!
I've been around the ih logo for years, never saw the farmer on a tractor. Just today, my 9yr old boy saw and asked about the case ih logo on one of my hats.
I explained what the ih stood for and the buy out that case made and now the merger with new Holland.
He says, "the ih looks like a tractor!"
Well shoot it sure does!
Another great engine episode!
Though my father was the accountant for our local International Harvester dealership in the 1960s I did not know they used these four cylinder ‘mutations’!
In the 70's I had a '73 Travelall with the 392 engine. It looked exactly like the one pictured in this video.
Another Slant! Like the Chrysler Slant Six and the Pontiac Trophy Four!
except the Chrysler "slant" was a fresh design, not designed from another engine. They were initially designed as a slant to fit under the low hoods of the new Chrysler cars.
@@adotintheshark4848 True.
Nice feature Adam. I used to wish they dropped the AMC 304 into these Utes.
Another interesting engine IH came up with was the gas/diesel combo engine. It was never used as a road engine as far as I know but it sure was an interesting concept, as back in the day diesels were hard cold starting engines.
IH already had their own 304 V8, which would soon be installed in Scouts. Why would you want them to use AMC's 304 instead?
On your second point... Ya, that was even farther back in the day, ending in 1958 with the 450 and 650 tractors. The D282 engine which followed, IH's first direct-start diesel, was incidentally known as one of the most cold natured, hard starting diesels of the whole decade of the 1960's.
@@TonyM132 my thinking on the AMC vs IH was weight and performance. The AMC was a quick little rever while the IH characteristics were more like the truck engine it was. The weight bias favouring the AMC was almost 100 lbs. And seeing as the two companies had somewhat of a working alliance it looked like a good fit to me.
As to your second point, that is as I recalled it as well. Thanks for sharing your observations. Much appreciated.
They still had the start on gas, diesel engine in the '64 TD-9 tracked dozer. That engine was the same as the Super WD-9 wheeled farm tractor. That was the biggest tractor available when it came out. Bit over a hundred horse, from what I remember. Great machines. 500 psi hydraulic systems on the dozer in 64. Leather seals on the cylinders and pumps still. Massive cylinders to lift a pretty light c-frame and blade. Way way better than the cable lift on the competition machines tho.
Very high tech for the. times.
@@ExposingReflections The diesel engine in the Super WD-9, the gasoline-start 350 cu in 4-cyl, is the one I was referring to. Its use in farm tractors ended in 1958. I don't know anything about the construction equipment line, beyond that the TD-9 was a famous model. But looking it up on the tractordata site (which certainly has some errors but is generally accurate), it says the last year for the gas-start diesel in a TD-9 was 1959. And that the TD-9 ended production completely in 1962, with the direct-start D282 as its engine for its final three years.
I think you're right about the Super WD-9 being the most powerful farm tractor when it debuted in 1953, but it wasn't 100 HP. Its Nebraska test in May 1954 showed 65 max belt HP. A year later, the Oliver Super 99 surpassed it with 79 belt HP from a GM/Detroit 3-71 3-cyl 2-stroke diesel. IH's gas-start 350 diesel engine continued in the model 600 and then 650 tractors through 1958, but it was not tested again or rated any higher by IH after 1954.
The first conventional farm tractors to hit 100 PTO HP are generally considered the Deere 5010 in 1962 and Allis D21 in 1963. IH's first over 100 PTO HP was the 1206 in 1965.
My friends dad had one of those in his Scout 80. When he got it, it had every ring that was broken because of the previous owners abuse. He totally rebuilt it himself and then that little dude ran so great that it was scary. 👍
So glad you’ve now included THESE engines, along this series of vid’s covered rare, unusual, bizarre, extraordinary types of internal combustion engine designs! I’ve owned &/or worked on quite a variety of oddballs myself, from the teens thru on to modern. In the middle of rebuilding one of these IH 152’s right now.. refurbishing/restoring a 1966 IH Scout 800
Neat! .....
I never heard of this before, thanks for posting.
The M151 jeeps we had in the army had a 141.5 cu in 4 cylinder that was 1/2.a V8
When I was a kid my dad's plow truck was an International Scout with one of those slanted 4 cylinders.
I’m pondering how they would space the big end of the rods on a crank journal originally designed for two rods. Not machining half of the crankpin? Floating spacers? Assuming it’s the same crank as the parent V8. Balance would also be an issue with 4 pistons/rods missing on the crank.
All the job of the engineering department😁 I would guess a crankshaft was designed for the application.
Adam, thank you for covering some IH history! I can't wait to see your video on the Travelall too. Hopefully sometime you'll also get to IH pickups, Travelette, Wagonmaster, Scout Traveler, Scout Terra...
I wish you could cover classic tractors and farm equipment too. With your presentation style, outstanding knowledge, and reliable accuracy, you would be better than all the youtubers currently doing it.
I'll second that....eagerly awaiting a Travelall video! Love everything IH....and great trivia to include the info on their great logo.
The large apple orchard my dad was the foreman / later manager back in the late 60's- early 70's had 2 IH Scouts, one with the I6 and 1 with the comanche 152. The I4 was in the shop at least 35% of the time.
My first truck was a Scout Terra with the 196. Lived in MT and it would always start for me. Had a -50 morning and it complained a little, but started.
Looking forward to your romp on the Travelall, my folks had a 65 1100 and a 71 1010Custom very similar to the one you showed.
Cheers
my favorite memory of the travelall was the one on "Grumpy old men"
Getting to that top starter bolt is a pain on that IH engine. My dad had a 1967 IH Scout when I was a kid. I had to change that starter once.
We forget that electronic controls really rescued us from the malaise era and the limits of mechanical solutions. Hot-V twin(scroll)turbos and direct injection were unimaginable in the 60’s.
GM had a turbo in 62
Actually International used the IH symbol with the “I” inside the “H” way back in the teens and probably before then
Later Scout IIs could be ordered with the Nissan SD33T, which had 110hp (not too shabby for a 3.3L, indirect-injected, low-boost turbodiesel).
However, I assume that the likely higher purchase price, plus the cheapness of gasoline vs diesel would explain why only around 6400 were sold with this combination. For an average driver, it would take many years and miles to recoup that extra cost, however farmers who already had equipment running on (possibly subsidised) diesel would benefit from having this option.
I think this combo would have done very well here in Australia, where petrol prices have always been much higher, even with our currency adjusted.
We did assemble Scouts in Australia, via CKD kits along with the D-series Dodge/IH medium trucks and the cab-over heavy trucks. The IH trucks were powered by the 345 and 392 petrol V8s, and the infamous Neuss diesel as well as the Cummins C-series.
The electrical distribution company that I work for, back in the day, had the IH cabovers as bucket trucks and mobile cranes, powered by the 345s and 392s. A work colleague did his mechanic's apprenticeship on these and nutted out some cool hotrod tricks to really get these cranking.
He took the 345 heads and put them on the 392 for more compression, bumped the cam and ignition timing up, shimmed the valve springs for more seat pressure, and tweaked the vacuum governors on the Holleys to come in at a higher rpm. The drivers were quite happy with these "refinements". Mated to an Allison AT540, they would routinely get 2 MPG (standard or modified).
They were very heavy engines (heavier than most big blocks), and I assume that the 4-cylinder version you featured here would also be a very weighty lump for the amount of power it produced.
Those small Allisons (AT 540 & AT545) sure could've used a torque converter lock-up feature like the bigger ones.
If you want to see the SD33T in a "will it start and run 600 miles home"....Vice Grip Garage did one 2 years ago...@55mph with his 10 year old son with him on the adventure....
@@JohnSmith-yv6eq yep that's exactly how I found out about that rare beast 😎👍
My brother worked for the forest service in the 60's. They used IH scouts to ferry supplies to lookout towers. In high elevation with steep roads the worn 4 cylinder would run out of power so they would park and carry provisions on packboards.
Coulda used the turbo way up there.....
Porsche did this as well. They removed the drivers side bank of a 928's V8 and created the inline four that was used in the 944 and 968 models. They even built DOHC and turbocharged versions with up to 3.0 liters of displacement. These were very smooth due to a pair of balance shafts licensed from Mitsubishi.
The two old timers (1) out in California that have done conversions of OHV V-8s to OHC have put the 928 heads on Chevy Big Blocks. The hore spacing is really close.
1) Can't remember their names. They've done some really neat work.
One of our friends owned the garbage franchise for half of Marin County. He built his entire fleet, from 1-tons with dumpster forklifts on the back up to the biggest 10-wheel compactor trucks, out of Internationals.
Originally IH looked into purchasing the Austin A-55 4-cylinder in the Scout that had only 52 HP. The IH-152 was a powerhouse compared to that!
I used to work on a scout II lots of torque.
7:44 That orange heater hose running up against the clamp of the PCV is a roadside breakdown waiting to happen.
Scout also offered a diesel. I believe a Nissan.
Nissan SD33. Vice grip garage did one 2 years ago...took his son on the journey home @55mph....or less.
Actually two different ones. The first was an 80 ? HP naturally aspirated, then a 110 hp turbo. The 345 I had was only rated at 195 hp 305 lbs ft. But that was enough to make my little TERRA, the quickest stock 0-45 low range on hard packed dirt drag racing in our local pit! The only truck to beat me was a 454 K1500 custom built rig.
An now a diesel Nissan pickup has Cummins.
My brother had an International Scout in the early 1970s. I don't remember many details about it other than it was a four cylinder/stick shift. I didn't care about it because my interest was musclecars, hotrods, & race cars. The one fun thing I remember about it was the roof unbolted and came off😁 My brother was sorry when he got rid of it.
I'd never heard of this engine, Adam. Thank you for featuring it.
I had a '61 scout with the same engine. Super smooth and very reliable engines. Decent torque for its size. No top end power at all. With vacuum actuated wipers. Climbing a hill in the rain I'd have to let off the power for the wipers to work. Good times.
My father had a 1965 Scout in the early 80s that got him through the infamous Christmas blizzard of 1982 in Denver. It had this engine but I don't recall which displacement. Rugged durability, not speed was it's strong point.
The old IH Scouts, they rusted out before they wore out! I've got a '74 200 4x4 one ton, 345 gas V-8. Awesome truck! My parents test drove a Scout 2, orange/black top with black and white checkered seats. Dad to this day says he should have bought it. Raymond Lowey also worked on railroad passenger cars, and the IH letter series tractors.
Never knew about this engine . As a Chrysler man I always loved the Slant 6. Kind of looks like it could have been called a Slant 4. Thanks for a great history lesson.
IHC also used the AMC 401 in some Travelalls
Ya, when they were unable to make enough of their own 392 V8's. During the booming period of the early 1970's, I think that was.?
Yep Adam, the 4 Cylinder Comanche Engine seems to be too small to power an Int'l Scout and Unbalanced, as well.....My memory is of the V8's in the 70's & the Scouts were gas-guzzlers, leaking oil a lot. They were very heavy vehicles and not big sellers in OZ, though looked cool, Adam. Cheers fm Damo🤔🤲
I think the AMC 2.5 came out before the 4.0. I have both engines , love them both.
The 2.5 was machined on the same transfer lines that were used for 232/258 blocks. The other block line (1) switched from 258s to 4.0s with minimal changes. Just cutting tools mostly.
1) There were 2 six cylinder block lines prior to the 2.5s introduction. The 199, 232, 258, 4.0, 2.5, 252 and 282 are all the same engine family with common architecture. The 252 and 282 were produced in Mexico. 232s and 258s punched out to a 3.875 bore. The 282 was the first 4.0 stroker!
I always visualize the IH logo as the front of the tractor! It never even occurred to me it might be the rear.
Here in the UK, Vauxhall made a SOHC slant 4 that was also half of a V8. The original intention was that both 4 and 8 cylinder engines would share many parts and could therefore be built on the same production line. Unfortunately the V8 never got past the prototype stage.
I saw the farmer on the tractor, but the tractor is coming at you. That’s the front of the tractor.
I had a Pontiac Tempest. It had a "HALF OF A V8 too". I think the first year was . . . 1961
Lets see half of a 389 was 194.5 ci and when I bored mine .020 it became a 196 c.i.
Strange coincidence.
I smell an Avanti video coming soon!
I had a 64 Scout with the 4 cylinder. It had had a tough life. Had been used in a stone quarry to pull a large air compressor. Was rusty and ran poorly. Pulled the motor, had it bored .030 over. The cam lobes were basically round. Thought with a new cam and everything else it would make a big difference. Not really. Ran well, still no powerhouse. Fixed body, repainted, put a set white spoke wheels. Wish i had it today. Have had 4 IH pickups, have a 67 1100 in the driveway now. The IH pickups are TRUCKS.
My dad had this engine in his 1971 IH Scout 800B. Had a really interesting "growl" that it made when you gave it some excelleration. Not fast by any means.