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94-621: As International did not produce passenger cars, the Travelall wagon sourced its chassis from the International pickup truck line. Following the 1961 introduction of the Scout (a precursor to off-road oriented SUVs), the Travelall continued to follow the development of the pickup truck line, competing against the slightly larger Suburban and the smaller Jeep Wagoneer . After the 1975 model year, International Harvester ended production of

188-490: A four-wheel drive recreational vehicle was an unknown quantity in the early 1950s. The only such vehicle offered in the post-war period was the Willys Jeep, a version of the military jeep produced for World War II . It was a flat-sided bare-bones product, and American military personnel learned to appreciate its ability to maneuver over rough terrain. Sales volume was very low. In early 1958, we were directed to develop

282-425: A turbocharged version producing 111 hp (83 kW), the 152-T, was also offered. In August 1966, the 152-T was complemented by the larger 196-4, which used less fuel (being capable of 20 mpg ) with the same power output. The 152-T was discontinued during early 1968. A fold-down windshield was still available as an option, but few were ordered because it was not advertised. The vacuum-powered wipers were moved to

376-435: A 115-inch wheelbase, the first Travelall was powered by a 100 hp (75 kW), 220 cubic-inch "Silver Diamond" inline-six. Replacing wood-bodied station wagons, the Travelall was a windowed panel van fitted with either two or three rear seats. In line with sedan-based two-door station wagons of the time, access to the rear seats was gained by flipping up the passenger-side front seat. Rear twin-panel doors were standard, with

470-541: A 2028 model. IH Concept Prototype at the Wayback Machine (archived 2008-12-29) International Light Line pickup The International Light Line pickups (also called the International D-Series (1000–1500)) replaced the C series as International's Light Line range of pickup trucks in early 1969, for a shortened model year. The name started out as a simple continuation of

564-469: A 266 cu in (4.4 L) V8 engine was also offered. Externally, changes were limited to an anodized aluminum grille with a rectangular "International" logo placed on the grille (with the IH badge being moved to the hood), door handles with buttons, and a tailgate without hooks. The base engine was a naturally aspirated International "Comanche 152" inline-four producing 93 hp (69 kW), of which

658-433: A 345 cu in (5.7 L) V8, heavy-duty clutch, T428 four-speed manual transmission , 2.72 rear axle ratio, AM radio , rear seat, hub caps , a special black side applique and paint on the lower body, and black carpeting, while the 434 offered standard equipment plus a 4–196 cu in (3.2 L) engine, T332 three-speed transmission, a 3:73 rear axle ratio, black vinyl interior, AM radio, rear seat, hubcaps,

752-453: A 392 cu in (6.4 L) V8 or an AMC V8 engine into a Scout. At the time, International did not manufacture a diesel engine small enough to be used in the Scout, and so starting in 1976 offered the naturally aspirated Nissan SD33 diesel engine as an option. This engine was replaced by the turbocharged SD33T engine in late 1979 for the 1980 model year. Dana 27 axles were used for

846-461: A blue vinyl interior, a blue and silver paint scheme, and a chrome roof rack; four-wheel drive was standard for most models. The last of the 800 series was the 800B, available for less than eight months from August 1970 until March 1971, before it was replaced by the Scout II. Other than minor cosmetic details (notably chrome instead of matte black headlight bezels), it was identical to the 800A. It

940-597: A body and mechanical variant of its Light Line pickups , the Travelall had become split into a distinct model line, slotted above the Scout. Sized roughly between the Jeep Wagoneer and the Chevrolet/GMC Suburban, the Travelall was branded as a truck-based station wagon. For 1969, the Travelall was offered in 1000, 1100, and 1200 payload series in both two-wheel drive and four-wheel drive (the latter, optional on 1100 and 1200 series). While offered in

1034-430: A commercial utility pickup in 1960, set the stage for future four-wheel drive recreational vehicles of the 1970s, 1980s and 1990s. Print slogans and marketing jingles during the 1970s signaled its appeal in the words, "International Scout: Anything less is just a car." When an order for an IH vehicle was sent to the factory, a factory plan or construction sheet was created with the new vehicle's VIN or ID number and all

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1128-586: A competitor to Rivian and other electric off-road oriented vehicles - built in the United States as Scout Motors under the Scout brand name. The first prototype is expected in 2024, with production models expected by 2026. Scout Motors revealed two concepts on October 24, 2024, one of which is the Terra, a pickup truck, and the other is the Traveler, an SUV. They are expected to release in late 2027 as

1222-419: A concept proposal to enter this small market. So help me, Mr. Reese, the engineering manager, said 'design something to replace the horse.' There was no product definition to use as a guide. It was even proposed to use the defunct Henry J body tooling. Compound body surfaces were considered too far out for this type of vehicle. The military jeep was thought to have the correct appearance. Our design sketches with

1316-474: A factory-installed option. Introduced during 1957, International introduced the A series trucks ("A" for Anniversary, 50 years of International Harvester truck production), introducing a full redesign of its light and medium trucks. Coinciding with the first major revisions to its exterior, the A-Series Travelall introduced a major functional change to the model line. To improve rear-seat access,

1410-409: A fold-down windshield, vacuum windshield wipers mounted to the top of the windshield, and an IH logo in the center of the grille and tailgate. The Scout 80 had a gasoline-powered International 152 inline-four as its standard engine. The first special package was the "Red Carpet" series, celebrating the 100,000th Scout manufactured by International; only 3,000 were produced. It had a red interior with

1504-490: A full-length roof, half-cab pickup , and/or soft top. International Harvester began building trucks and pickups in 1907. In 1953, International began selling a truck-based people carrier, the Travelall . During the late 1950s, International began to design a competitor for the two-door Jeep CJ 4x4. The 1961 model year Scout 80 debuted in late 1960. Later, chief designer Ted Ornas recalled: ...the market potential for

1598-1070: A hard top and the same blue/red side applique, but was available for the Scout II, Terra, or Traveler. Sales figures on the Patriot show only one Terra, seven Travelers, and 50+ Scout IIs manufactured with these options. However, another undetermined number of Patriots were built without line ticket code designations (where the applique was applied at the Truck Sales Processing Center), making how many were built difficult to determine. Nevertheless, both models can be considered extremely rare. From 1977 to 1980, IH contracted with Midas Van Conversion Co. of Elkhart, Indiana to build special luxury models to be offered through its dealers. These vehicles had swivel bucket seats , shag carpets, color-keyed interiors, door panels, headliners, grille guards, dual sunroofs, overhead clocks, third seats, reading lights, tinted windows, fender flares, and special side appliques and paint designs. Models included

1692-511: A headliner, door panels, and carpet. The 800A replaced the 800 in November 1968. Improvements included more comfort options, slightly different front end styling, drivetrain upgrades (a heavier rear axle and quieter Dana 20 transfer case ), and the engine options of a 196 cu in (3.2 L) inline-four, 232 cu in (3.8 L) inline-six, 266 cu in (4.4 L) V8, or 304 cu in (5.0 L) V8. The inline-six

1786-465: A higher GVW. The B series trucks carried on into the 1961 model year, when another mild facelift transformed them again into the C series. Introduced in April 1961, the C series Travelall marked a redesign of the chassis used by International light-duty trucks. Alongside an all-new frame, the front suspension was redesigned, converting to independent front suspension with front torsion bars. The front axle

1880-541: A minor exterior facelift, multiple functional upgrades were added to improve the appeal among retail buyers. Power steering and power brakes were introduced; V8 engines were made optional to the powertrain. The Travelall was offered in the B-100/B-110/B-112 1 ⁄ 2 -ton range only in 4x2 form. The B-120 was a 3 ⁄ 4 -ton rated model and that was the only Travelall to come in four-wheel drive in this era. A B-122 model featured uprated springs for

1974-436: A mix of old and new components, with the rear driveshaft running at an angle. The front axle was still a Dana 27, though a 3,500 lb (1,600 kg) axle upgrade option used a hybrid unit built from a Dana 30 center section and 27 tubes. The V8 engine option included an upgrade to the heavier-duty Dana 30 axle. The rear axle shafts changed from two pieces to one piece around 1968 or 1969. A Power-Lock limited-slip differential

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2068-554: A move to horizontally-mounted quad headlamps. As before, the rear doors were offered either as twin panel doors or as a wagon-style tailgate; the latter was offered with an electrically retractable window. Throughout the 1960s, development continued in a gradual fashion, with International revising the front fascia on a nearly biannual basis. For 1965, the light trucks adopted the D-Series nomenclature. For 1969 production, International released its fourth-generation Travelall. Again

2162-662: A new model in 1981 to replace the Scout II. Clay models of these designs showed an evolution of the Scout II into a more rounded body resembling the Chevrolet S-10 Blazer . In 2010, Case IH started production of a UTV named the Scout and Scout XL, also sold as the New Holland Rustler. These UTVs were built by Club Car . Scout SSIIs were awarded honors for off-road racing during the late 1970s. In 1977, an SSII driven by Jerry Boone of Parker, Arizona finished first among 4x4 production vehicles in

2256-603: A pickup truck variant of the Travelall. Named the Wagonmaster, the design removed the roof and windows of the cargo section, creating a pickup truck bed. In contrast to the Travelette crew-cab, the Wagonmaster bed was integrated into the body; it was 5 feet in length (reduced from the 6 1 ⁄ 2 feet and 8 feet offered with the Travelette). While many Light Line pickup trucks were developed for work or farm use,

2350-551: A rarely selected option. Very few 1971–1979 Scout IIs were ordered in RWD-only configuration—most were 4WD. Before International discontinued the Scout in 1980, International experimented with Scout-based minivans , station wagons , dune buggies , Hurst -built special editions (in similar fashion to the Oldsmobile Hurst/Olds and Hurst SC/Rambler ), and even a small motorhome . These plans were scrapped due to

2444-559: A second passenger-side door was added (the location of the fuel tank fill port precluded a driver-side rear door). The Travelall was derived from the A-100, A-110, and A-120; four-wheel drive was optional on the A-120. Again fitted with SD 220 engines, output ranged from 113 to 154 hp (84 to 115 kW). For 1959, the A-Series was revised, becoming the B series. In addition to

2538-473: A single trim level, the model line was offered with multiple interior and exterior features; ranging from relatively spartan examples to well-equipped versions sharing features in line with full-size station wagons (including exterior woodgrain trim). In line with the Suburban, the Travelall was also offered with up to three rows of forward-facing passenger seating. For 1971, the Travelall received an update of

2632-579: A sloped back window, built on a 100-inch (2,500 mm) chassis with a 162 hp (121 kW) V8. The SSV name, standing for Scout Supplemental Vehicle, referred to what would have been a limited-production supplement to the regular model to help promote it, much as the Corvette supplements the Chevrolet brand. While the SSV may have appeared in 1981 if it had reached production, designs already existed for

2726-463: A special black side applique and paint on lower body, and black carpeting. International offered the Scout with a variety of engines over its years of production. The Scout 80 used the gasoline-powered "152" four-cylinder as its standard engine. The 800, 800A, and 800B used the gasoline-powered "196" four-cylinder, AMC "232", "266" six-cylinder, "266" V8, and "304"V8. With the exception of the four-cylinder engines, most of these engines were shared with

2820-486: A tag bolted to their differential cover stamped with their gear ratio, but this tag often rusted off over time or was removed intentionally. The line ticket can be checked to identify the axle model, gear ratio, and whether it is equipped with a traction device using an International parts code book. The Monteverdi Safari was made by Swiss luxury automaker Monteverdi , who used Scout IIs as bases for well-equipped luxurious off-road station wagons. Two models were made during

2914-468: A third-party basis. Following World War II, as "woodies" were phased out in favor of all-steel bodywork, K-series panel vans served as the basis for airport people movers, adding windows and rear seats. As a precursor to the Travelall, International began to produce the L-Series panel truck with windows and rear seats as a metal-body station wagon; the number produced and the use of the Travelall name

International Travelall - Misplaced Pages Continue

3008-554: A wagon-style tailgate offered as an option. To distinguish the variant from other International vehicles, a Travelall name badge was mounted on the front cowl. In 1955, the primary International truck line became the S series, with the Travelall now offered on the S-110 or the heavier-duty S-120 ranges, with the SD 220 engine replaced by the BD 220 engine. For 1956, four-wheel drive became offered as

3102-420: A white exterior, full-length headliner, full floor mats, and a special silver-plated medallion affixed to the door, which read "Custom". This Scout was a step up from regular models; it was marketed to attract more people and was often advertised with women in mind. Each International dealer in the United States received one Red Carpet Scout for use in parades, in the showroom, and for promotional purposes. During

3196-644: Is unknown. Following its introduction within the R/S light truck line, the Travelall would follow the development of the International pickup truck model range. In 1958, the first rear passenger door was added (nine years before the Suburban); a fourth door was added in 1961 (2 years before the Wagoneer; 12 years before the Suburban). For 1961, International introduced the four-door International Travelette . The first factory-produced four-door crew-cab pickup truck,

3290-456: The Baja 1000 . Boone completed the run in 19 hours and 58 minutes, crossing the finish line at Ensenada almost 2 hours ahead of his closest competitor, a Jeep CJ7 , and at times ran even faster than Class IV modified 4x4 racers. Only 9 of 21 vehicles that started the race finished the 1,000 km (620 mi) course. Boone later revealed that his team only had a month to prepare a stock SSII for

3384-553: The Chevrolet Avalanche of the 2000s revisited the concept of the Wagonmaster, adopting the body of the Chevrolet Suburban as a crew-cab pickup truck. During the 1974 model year, sales of the model line began to collapse following the 1973 oil crisis . For 1973, the Chevrolet/GMC Suburban received a fourth passenger door for the first time, placing the widely-available model line in direct competition with

3478-545: The International Harvester strike of 1979-80 and a lack of funds for the company to continue production of the Scout, let alone expand the Scout product line. The last IH Scout was produced on October 21, 1980. The Terra and Traveler were produced from 1976 to 1980. Terras and Travelers had fiberglass tops, with a half-cab for the Terra and a full top with a hatchback-type liftgate on the Traveler. These models were extended by 18 in (46 cm) between

3572-667: The International Light Line pick-up trucks and the International Travelall station wagon. A turbocharged version of the "152" four-cylinder engine was offered from 1965 to 1967. The Scout II had the following engine options: the 196 cu in (3.2 L) 4-cylinder, 232 cu in (3.8 L) 6-cylinder (early production), 258 cu in (4.2 L) 6-cylinder (later production), 304 cu in (5.0 L) V8, and 345 cu in (5.7 L) V8. International never installed

3666-539: The Loadstar models. For 1971 the Light Line underwent a slight styling change, now with a plastic grille. The naming system also changed, with the "D" being dropped and with a "10" being added in the series number. Thus, the new trucks were labelled 1010 through 1510, depending on weight ratings. The engine range was the same as for the earlier pickups, although AMC's 258 six was added later in 1971. The smaller 232

3760-672: The Nissan SD33 diesel engine. IH developed a concept prototype for the next version of the Scout in 1979 named the Scout III SSV, but due to the company's decision to discontinue the Scout product line, it was never put into production. The second prototype of the concept vehicle is displayed at the Auburn Cord Duesenberg Automobile Museum in Auburn, Indiana . It was a two-door model with

3854-428: The "electric razor grille". The two wheel drive chassis received a revised double wishbone independent front suspension and disc brakes replacing the previous torsion bar front end. The engine and transmission was also repositioned lower and further behind the front axle centerline (in preparation for the new MV-series gas and diesel V8 engines that never actually made it into series production). The heavy duty one-ton 500

International Travelall - Misplaced Pages Continue

3948-611: The 149 or 164 inch wheelbase). The standard transmission was a three-speed manual with a column shift, but there were also four- and five-speed manuals and a three-speed automatics, with floor-mounted shifters optional. The automatic transmission was not available in heavier duty models such as the 1300D and the rare 1500D. Several models were also available as a cab on a bare frame for construction of stake-bed or other applications, some with an optional dual-wheel rear end, with available load ratings up to seven tons. These larger models were not popular, with most buyers opting instead for

4042-466: The 1968 C-Series. Several different wheelbases (115, 119, 131, 132, 149, 156, or 164 inches) were also offered. The 119 inch version (as used for the Travelall) was only available as a bare chassis. In addition to the regular cab pickup, station wagon " Travelall " bodywork was also available, as was a four-door panel van version of the wagon and a four-door pickup called the " Travelette " (only on

4136-536: The Family Cruiser (or just "Cruiser"), Street Machine, and Off-Road Vehicle. Another company named Van American (based in Goshen, Indiana ) offered similar versions to compete with Midas; however, their vehicles were only offered for a brief time, making them currently very rare. Probably one of the rarest models ever produced by IH was the 1980 Special Limited Edition RS Scout. This version was only available on

4230-619: The May 1963 issue of Popular Science, this time in an actual photo as part of a two-page article about pickup campers. Production of these units was low due to limited orders, and they are now rare. The final run of the Scout 80s were built in 1965 and the new 800 was fully developed during 1966. However, some Scouts built in the later months of 1965 are considered Scout 800s, as indicated by their VIN and Line Setting Ticket (LST). An assumed 3000 of these "1965 1/2" Scouts exist. Existing parts were used in piecing together these new 800 models, such as

4324-694: The Springfield Equipment Company and were marketed by International. International Scout The International Scout is an off-road vehicle produced by International Harvester from 1960 to 1980. A precursor of more sophisticated SUVs to come, it was created as a competitor to the Jeep , and it initially featured a fold-down windshield . The Scout and second-generation Scout II were produced in Fort Wayne, Indiana as two-door trucks with removable hard tops, with options of

4418-399: The Travelall and its Light Line pickup trucks. Since the 1980 discontinuation of the Scout, International has focused its road vehicle production exclusively on medium-duty and heavy-duty commercial trucks. Prior to 1953, International Harvester did not produce a station wagon as part of its model range. At the time, International truck chassis were fitted with wood station wagon bodywork on

4512-500: The Traveler in Tahitian Red metallic paint. Its numerous special features included polycast wheels with Tahitian Red accents, a luxurious plush all- velour russet interior including headliner and visors, special pin striping, a wood-grain trim instrument panel and shift console, chrome bumpers, and tinted glass. Two other special versions offered in 1980 were the 844 and 434 Gold Star models. The 844 offered standard equipment plus

4606-455: The Travelette derived its bodywork from the Travelall wagon. In 1953, International introduced the R series truck range, replacing the L series . Alongside a comprehensive range of trucks from 1 ⁄ 2 -ton pickups to heavy commercial trucks, International introduced the Travelall to the R-Series as a metal-bodied station wagon. Offered on the 1 ⁄ 2 -ton R-110 series on

4700-521: The V-400 by IHC). By 1975, following the adoption of net horsepower ratings, outputs were lowered to 141-172hp. Engines were paired with either a manual or an automatic transmission. In late 1971, International introduced a Bendix -developed anti-lock brake system , named Adaptive Braking System. One of the first vehicles offered with any form of anti-lock brakes, the expensive option was rarely selected by owners. For 1973 and 1974, International marketed

4794-467: The V-400 on International's option list). The crew cab Travelette was only available on the 1210 series. The 1010 and 1110 have the same weight rating, the difference being in the front suspension: independent, by torsion-bars, for the 1010, and of a solid I-beam construction for the 1110 (and all heavier versions). A first for the segment was the option of a Bendix anti-lock brake system called Adaptive Braking System by International. Operating only on

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4888-408: The Wagonmaster was developed for truck users who towed (primarily owners of fifth-wheel RV trailers). However, the vehicle found little demand, as the production vehicle provided unfavorable handling characteristics; the Wagonmaster shared its wheelbase with the Travelall, with the fifth-wheel hitch located behind the rear axle. Coinciding with declining overall demand for the Travelall, the Wagonmaster

4982-689: The West Coast/Mexico circuit in an SSII: the Baja 250, the Baja 500 , the Baja 1000, the Mint 400, and the Parker (Arizona) 400. In September 2021, a report by Motor Trend revealed that Volkswagen Group may look to revive the Scout nameplate as a potential competitor to the Jeep Wrangler , Toyota 4Runner , and the revived Ford Bronco . VW Group had acquired the Scout trademarks earlier in

5076-452: The back of the glove boxes; depressing the keeper tabs on each side of the box lets the box swing down to reveal the ticket. If lost, line tickets can be ordered through several Scout parts specialists due to their diligence in maintaining these valuable resources. Scout models include: Scout 80s were built between 1960 and 1965. These models were identifiable by removable sliding side windows in 1960–1961 and even some very early 1962 models,

5170-418: The barebones four-cylinder Rancher Special (the passenger seat was a cost option, as was the soft top and rear bumper) and the slightly more comfortable Brush Buster, to the dressy Sport and Baja Cruiser models. Several SSIIs were champions on the off-road racing circuit during the late 1970s. The Shawnee Scout was to be a trim type and special-feature package model produced by Hurst Performance . This model

5264-399: The bottom left corner. 1974–75 Scout II grilles added a vertical bar trim overlay to the 1973 design. 1975 grilles had chrome and black square trim rings around the headlights; 1976 had the same headlight trim rings as 1975, and a chrome center grille of 15 horizontal bars split into three sections was used in this year only. The maximum GVWR of all Scouts, no matter the engine or equipment,

5358-415: The bottom of the windshield frame with the fixed windshield. Beginning in early 1966, International also offered the Scout 800 Sportop, which had an upgraded interior and a unique fiberglass top (also available as a convertible ) with a slanted rear roof and a Continental spare tire kit. The "Champagne Series" Scout was an upscale trim level offered in the Scout 80 and later Scout 800 models that featured

5452-411: The codes for standard equipment and options used by the salesman that issued the order. This sheet was used to assemble the vehicle from beginning to finish. After the vehicle was assembled, shipped, and sold, the so-called line ticket identified the engine type, transmission type, drive line, paint codes, gear ratio, and standard and optional equipment specific to that vehicle. Different parts were used on

5546-445: The contoured design met with executive approval and a decision was made to convert the body design to steel. Starting in late July 1959, a full-sized clay model was completed, and in November 1959, it was approved. It was a remarkable program with fast-paced engineering and manufacturing developments. The total development time of 24 months was a heroic achievement considering the concept was unique and no in-house engine or manufacturing

5640-521: The door and the front of the rear wheel well. The SSII (Super Scout II) was a stripped-down, off-road version introduced in February 1977. It was intended to compete directly with the Jeep CJ and was built until 1979. It included a soft top with soft doors, windshield-mounted mirrors, plastic door inserts, a unique plastic grille, and a roll bar, among other options. Four sub-models were on offer, from

5734-404: The early 1960s, International experimented with a camper body permanently mounted to the Scout 80. The roof was raised to nearly double the original height (to allow standing upright inside), tented sleeping bunks folded out from the sides, and the rear of the body was extended significantly. The tailgate/liftgate system was replaced with one large ambulance-style swinging door. Plans included that

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5828-413: The flat-side, no-contour look never excited the executive committee. The program began to die. One night while sitting at our kitchen table (full of frustration and desperation), I dashed off this rough sketch on a scrap mat board. It had contoured sides and was designed for plastic tooling. The next morning it was shown to a committee member. He reviewed it with controlled enthusiasm, but revived interest in

5922-430: The fourth-generation Travelall was equipped with four different engines (shared between the Scout and the Light Line trucks). An AMC-supplied 232 cubic-inch inline-6 was a standard engine for the 1000 from 1969 to 1971; as an option, International offered 304, 345, and 392 cubic-inch V8s. For 1973 and 1974, in response to a short supply of IHC V8 engines, the Travelall was offered with an optional AMC 401 cubic-inch V8 (named

6016-463: The front and rear wheels in the 80 and 800 models until around 1968. Both front and rear differentials were offset to the passenger side for the purpose of lining up the drive shafts with the Dana 18 transfer case . With the transition to the 800A model, the rear axle was upgraded to a Dana 44 , with a centered differential mated to a Dana 20 transfer case. Some Scouts from this transitional period use

6110-448: The front fascia shared with the Light Line pickups; the model series nomenclature was changed to 1010, 1110, and 1210. For 1972, the grille was revised again. For 1974, the Travelall underwent a second nomenclature change, offering 150 and 200 series. The model line adopted the chassis revisions of the pickup trucks, adopting a coil-sprung independent front suspension (replacing the torsion bars introduced in 1961). Through its production,

6204-482: The fuel-thirsty Travelall (achieving 10-12mpg on average). Though several years older than the Suburban (and far larger in size over the Jeep Wagoneer), the Travelall still retained high owner loyalty and satisfaction. In May 1975, International Harvester discontinued the entire Light Line model series, which included its single-cab and Travelette pickup trucks, chassis cabs, and Travelall wagons (the Wagonmaster

6298-474: The full metal Traveltop, the half-cab Roadster top (now seldom seen), or a soft top. In 1980, the final year of production for the Scout, the grille used a distinctive single-piece design made of ABS plastic and available in black or silver. Both grille color options had imprinted chrome trim around the headlights and an "International" badge on the left side. Starting with late 1974 Scout IIs, power disc brakes were standard; early 1974 models had disc brakes as

6392-452: The hood that retained the tie-down loop that would hold down the 80's folding windshield, a feature the 800 lacked. This was likely due to an overstock of 80 parts from the years prior. The front grill, also from the 80, featured a gold-plated IH emblem on a black backing piece secured to wire mesh. In the new for 1966 models of the 800, the wire mesh grill stayed but the center emblem changed to spell "INTERNATIONAL". A stronger Dana 44 axle

6486-519: The late 1970s: the Safari, which had most of the bodywork changed, and the Sahara, which featured more limited changes, such as a new grille and a more luxurious interior. Both were available with IH's SV-345 engine or Chrysler's LA 318 (5.7 or 5.2 L). The Safari was also offered with Chrysler's 7.2 L "440 RB" engine, while the lower-priced Sahara retained the Scout's original bodywork and could be had with

6580-469: The light truck market; IHC's market share in this segment had never been higher than 9.5% and had dropped to 4.1% by 1969. Corporate infighting and the 1973-1974 oil crisis served to further undermine International's market, meaning that the Light Line had to be discontinued in spite of the marketing efforts of recently added executive Keith Mazurek (previously of Chrysler Canada). The oil crisis particularly affected International's working trucks, which were

6674-439: The previous A-, B-, and C-series trucks. It was largely a rebodied version of its predecessors, with a square-rigged look very similar to the period Scout utility vehicle. The Travelall underwent parallel changes to the Light Line trucks. The light line of trucks was marked by a larger range of transmission and wheelbase options than any of its competitors, and in general the lineup aimed to maximize adaptability. The Light Line

6768-405: The program. We were off and running. Goodyear produced many plastic parts for WWII and formed a large plastic engineering group. We entered a program with them, a scale model was vacuum formed to simulate body assembly. This model received executive approval for appearance. By July 1959, Goodyear completed their costing, and because of the high costs, the plastic program was cancelled. By this time,

6862-677: The race and were not sponsored by IH until after the race. Boone also won in 1978 at Riverside, California . Sherman Balch, among many other accomplishments in off-road racing, won the off-road "world championship" in 1977 (the SCORE event in Riverside, California). Three other finishers also drove Scouts. Balch also won the Baja 1000, the Mint 400 , and three events in the fall of 1978 at Lake Geneva Raceway . Balch and co-driver James Acker later won virtually all major off-road races in 1982 offered on

6956-839: The rear side windows, fender flares, and two different plastic tailgate inserts. Model names included the Midnitestar, Terrastar, Travelstar, Shadow, Raven, Green Machine Sport), Gold Medallion Scout, Hot Stuff, Trailstar, Sportstar, 5.6-Liter, 3.2-Liter, and two Classic models. This was a special package available from the factory. The 1978–79 package order code on the line ticket was 10992. The package included special gold accent stripes, gold-spoke wheels with Goodyear Tracker A-Ts, SSII black grille insert, and Sport Steering wheel. Different powertrains, interiors, and seats were an option, as were radios, cruise control, tow packages, and air conditioning, all available in exterior colors 1032 Dark Brown, 6027 Dark Blue, 001 Black, or 5013 Green. This package

7050-399: The rear wheels, it was made available the pickups (and Travelalls) in late 1971. Due to the expense of this novel system, it was a rarely selected option. For 1974 the naming changed yet again: the trucks were now called 100, 150, 200, or 500 depending on the weight rating. External changes were minimal, consisting mainly of a new five-bar metal grille without the vertical dividers, nicknamed

7144-520: The regular cab (115 or 132 inches), and two for the Travelette (149 or 166 inches). 6.5 feet (2.0 m) and 8 feet (2.4 m) beds were available. Pickup (and Travelall) production ended on 5 May 1975, with only about 6,000 made. The last one built was an all-wheel drive IH 200HD cab and chassis, built in IHC's Springfield factory. The Light Line was unable to compete with the Big Three in

7238-408: The same model in the same year. A small copy of the line ticket was attached to each vehicle during the building process at the factory. The location of the ticket varied: 1971–1976 Scout IIs had their copies mounted under their hoods, attached to the cowl cover panels. The 1977–1980 Scout IIs had their copies on the inside of the glove box doors, and 1969–1975 pickups and Travelalls had them attached to

7332-531: The unit could be purchased as a stripped-down shell ($ 960 installed), or as a "deluxe" unit with a dinette set, stand-up galley, and a screened chemical toilet that retracted into the wall ($ 1850 installed). The May 1963 issue of Mechanix Illustrated contained a full-color advertisement for the Scout Camper on the inside cover, which features two artist's renderings of the unit and a form to fill out and send in for free literature. The camper appeared again in

7426-648: The year when its commercial truck business Traton acquired Navistar . As VW Group is unlikely to acquire the International Harvester trademarks from Case IH even for a licensing deal, a revived Scout would either be sold under the Volkswagen nameplate as a sub-brand similar to the aforementioned Bronco or as a standalone off-road themed brand similar to Jeep . These rumors were confirmed when in May 2022, Volkswagen announced their intention to produce electric pickups and SUVs - and therefore become

7520-461: Was also available as a bare chassis, for special purpose applications. Production ended in late April 1975, as a hard-pressed International chose to focus on the Scout and on heavier machinery. Sold as the 1000 through 1500 D-series, the Light Line pickup was originally offered with four of International Harvester's own V8s, with displacements of 266, 304, 345 or 392 cubic inches. AMC's 232 ci inline-six engine had also been available, since

7614-707: Was available in the 800 until 1968, though early 800 models only used the 80's weaker Dana 27 axle, which was more prone to axle shafts breaking during heavy off-road use. By 1968, Scout 800s came with 4-wheel drive as standard. The Scout 800 replaced the Scout 80 in 1965 and was built from 1965 to 1968. These models had many improvements in comfort and design, including bucket seats , better instrumentation and heating systems, an updated dashboard, optional rear seats, and an optional International 196 cu in (3.2 L) inline-four (from 1966) or International 232 cu in (3.8 L) inline-six . Beginning in March 1967,

7708-635: Was available on the Traveltop, Traveler, and Terra models. For the US Bicentennial in 1976, IH produced the Spirit of 76 and the Patriot models. The Spirit of 76 had a special blue soft top, blue/red side applique, blue interior, racing-type steering wheel, and 15x7-inch chrome rally wheels. It was only available for standard Scout IIs. IH data only shows 384 Spirit models ever being built. Line tickets codes included were: The Patriot had

7802-411: Was available or even considered when the program started. The first Scout was introduced in 1960. A concept for its replacement was initiated in 1964 and approved for production in mid-1965. The Scout II was introduced in 1971. The basic sheet metal remained unchanged until production stopped on October 21, 1980. During the 20-year period (1960–1980), 532,674 Scouts were produced. The Scout, introduced as

7896-678: Was built by dressing up a black SSII with special tomahawk and feather decals, special seats, a black targa-style top, hard tonneau bed cover, and a Hurst shifter. Only three Shawnee Scouts were produced. CVI (Custom Vehicles Incorporated; also associated with Arlington -based Good Times, Inc.) was a company located beside the Fort Wayne Scout Assembly Plant that produced special models for IH dealers in 1979 and 1980. The special models were dressed-up Scouts with unique exterior decals and trim, center console coolers, and hood scoops. Some versions had plastic louvers over

7990-557: Was discontinued after 1974 production; it is unknown how many were produced (ranging from 500 to under 2000). Following the Wagonmaster, International introduced a pickup-truck version of the Scout II for 1976 (the Terra); instead of developing it for towing, the Scout II Terra was a half-cab pickup truck (with a lift-off hardtop), serving as one of the first mid-size pickup trucks. Though explicitly not designed for 5th-wheel towing,

8084-424: Was dropped for 1972, as was the 266 V8 which had still been available in early 1971. From that year on a metal grille with five horizontal bars and a slim central vertical opening was installed instead of the previous plastic unit. As IH's own engines were temporarily in short supply due to the success of the Loadstar medium-duty truck, some 1973 and 1974 pickup trucks received AMC's 401 ci V8 engine instead (called

8178-545: Was finalized much earlier, with a version nearly identical to the production model shown to management in December 1967. The Scout II is most identifiable by its different front grilles. The 1971–1972 Scout IIs' grilles had three horizontal bars between the headlights and chrome rings around the headlights. The 1973 Scout IIs had 14 vertical bars between the headlights, a split in the middle, seven bars on each side surrounded by chrome trim pieces, and an "International" badge at

8272-443: Was increased to 6,200 lb (2,800 kg) for 1976 so as to avoid having to fit catalytic converters . These did not appear on Scouts until the 1980 model year. 1977–79 Scout IIs used the same grille between the headlight bezels; the new chrome grille had two large horizontal bars and three vertical bars, and the "International" nameplate was moved up to the center of the grille on the left side. Scout II's could be ordered with

8366-416: Was moved four inches forward, extending the wheelbase to 119 inches. Coinciding with the all-new chassis and front suspension, the body was mounted lower on the frame; the revised front axle would lead to an increase the front clearance angle. Outside of its lower mounting, the body itself would carry over much of its design from the previous generation, with major changes limited to a newly concave grille and

8460-486: Was only available as a single-cab chassis, and the ¾ ton 150 was only available with IHC's own line of V8 engines . The program was gradually whittled away. The Travelette crew cab was no longer available with four-wheel drive. Only the 150, 200, and 500-Series remained by the time the 1975s were introduced. By then, only IHC's own V8s were still available, with the claimed outputs down to 141–172 hp (105–128 kW) SAE net. There were two wheelbases available for

8554-529: Was only offered for a short period in early 1969. The 800A's grille was in three segments: the center grill and two matte-black headlight bezels. The Light Line of pickup trucks received bodywork similar to that of the Scout in late 1969. The 800A could be ordered with the Sportop, and later in Aristocrat and SR-2 packages. The Aristocrat was the final version of the original-bodied Scout. These trucks had

8648-611: Was only produced until the Scout II entered production. The 800B was available with the Comanche package. This package included special paint and decals, chrome trim, sliding Traveltop-style windows, and other options such as a roof rack, chrome wheels, and an upgraded interior. In late 1970, the Sno-Star package became available; only available with the six-cylinder engine, it was developed specifically for snowplow usage. Scout IIs were manufactured from April 1971 to 1980. The design

8742-601: Was provided as an option for both front and rear axles. Common final drive gear ratios are 3.31, 3.73, or 4.27, though nearly any ratio was available by special order (in at least one instance, a Scout 800 was shipped with a 5.71 ratio). In Scout IIs, Dana 30 front axles and Dana 44 rear axles were standard until 1974, with Dana 44 front axles as a special option. After 1974, Dana 44 front and rear axles became standard on all Scout IIs. Available gear ratios were 2.72, 3.07, 3.31, 3.54, 3.73, 4.09, 4.27, and 4.54. Track-Lock limited-slip differentials were optional. Axles originally had

8836-753: Was withdrawn in 1974). Subsequently, the International consumer vehicle line consisted exclusively of the Scout II SUV, which remained in production through 1980. Since the discontinuation of the Travelall and the Scout, International has concentrated production of road vehicles entirely on medium-duty and heavy-duty trucks; as of current production, the company has not again developed a light truck or SUV for sale in North America. Travelalls were also produced with raised roofs and extended wheelbases for applications such as school buses, ambulances and airport limos. Many of these modifications were performed by

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