Amazon just delivered this huge tome to the house: the International Scout Encyclopedia, co-written by the owner of Super Scout Specialists, the preeminent IH Light Line dealer. I’ve skimmed the first chapter so far, and it’s a trove of amazing pictures, history, and trivia.
I got impatient this afternoon. I had about 1/2 hour of free time, so I looked around the basement for some scrap metal I could use to build a temporary repair for the throttle bracket. Spying a used IKEA drawer rail from Finn’s dresser (a couple of years ago she leaned on the open drawer with enough force to bend the rollers off the rail, so I had to get replacements from the store and fix it), I measured it in place, then took a hacksaw and lopped off about 4″ at the end. After drilling a hole in the middle, I mounted it to the bracket and then mounted the cable bracket to the end–giving me another 2″ of slack in the throttle cable. I fired it up and the clutch acceleration problem is gone. To celebrate, Finn and I loaded it up and drove to the pool, where we swam until darkness, and then we drove home under a sky full of stars.
Later this summer, I’m going to fabricate a cleaner, more permanent solution. But we’re back on the road, and that’s all I care about.
I got the accelerator cable in on Friday, and after breakfast on Saturday morning I went outside to put it in. It’s fairly straightforward and went in without too much hassle, once I realized the loop molded into the cable wasn’t supposed to hook over the top of the bracket, but used to screw in (and provide room for adjustment) on the bracket itself. The cable hooked right up, and in about 10 minutes I was ready to fire it up and go for a test drive. But when I put the clutch in, the engine revved.
It turns out this isn’t an uncommon problem; what happens is that the cable is too tight on the carb, and the clutch linkage at the pedals travels up the firewall right next to the accelerator. When I push the clutch in, it forces the throttle linkage backwards, revving the engine. Problem is, I’ve got no play at all on the bracket. The cable is pushed as far forward (towards the carburetor) as possible; there’s nothing else. The arms on the carb aren’t adjustable, and there’s no other allowance for adjustment in the cable itself.
I looked in the fittings and bracketry that came with my second engine, but there’s no spare there. So I’m going to fabricate a U-shaped piece of metal with two holes. One side will go on the bracket and the other will hold the cable, and I’ll build in room for forward adjustment.
In other news, Finn and I drove to White Marsh to visit a guy who had an original IH Service Manual for sale on Craigslist. I have the new reprints from Super Scout Specialists, and they’re great, but I couldn’t pass this up. It’s softbound but 3-hole punched, so now I’ve got to keep my eye out for a 1 1/2″ red binder to put it in.
In doing the preliminary research on my carburetor, I stumbled upon a 16-part video series detailing the process of rebuilding a Thermoquad, which I downloaded for future reference.
Driving back from a yard sale on Saturday morning, the accelerator pedal dropped to the floor, again. Since I’ve owned Peer Pressure, I’ve had intermittent problems with the throttle cable, which was originally jury-rigged to the engine block with an automatic cable bracket. My friend Alan swapped me that for a manual bracket, but the cable itself was held to the bracket with a rubber-grommeted clip. When the engine heats up, the grommet gets slippery and the cable slips out of it. Usually this is a 5-minute fix, but on Saturday the grommet disintegrated in my hand as I was refastening it. With Finn waiting in the back seat, I jury-rigged the cable with some zip ties and we made it home under our own power.
On the phone with Super Scout Specialists, I learned that I have the wrong cable completely. The one I’m supposed to have is manufactured with a loop that goes around the bracket and held in place by the clip, so I ordered the correct part last night after investigating. I’ll have to carve out time to install it, based on when it gets here.
And I was thrilled last week when Bill Caswell started following me on Instagram!
Also, I haven’t forgotten about this. It’s just that they came out a LOT smaller than I thought they would. I’m going to get a new set ordered in the spring, and then I will send them along to you, friends.
As with last year, I’ve got a list of stuff I’d like to get accomplished this year. Last year’s list was pretty successful, in that I got most of it done or at least attempted, and it was handy to refer back to. So, this year’s list, in order of things that will most likely get done to the longshots:
Adjust the Tuffy console forward 2″. It gets in the way of folding and tumbling the rear seat. But that’s it. It’s just an annoying 2-person job.
Flip the rear seatbelts 180˚. I put them in backwards when I finished the bedliner project, and they are harder to feed through the seats. This is also an annoying 2-person job, or one guy and a vice grip.
Rebuild spare carb. It’s been sitting on my shelf for four years. I’d like to get a kit for it and have it ready and waiting.
Install Hydroboost. Yep, carried over from last year. I’m going to bribe Bennett with some beer and pizza and have him help me with this over the summer.
Replace the windshield. I priced out a new one from Safelite, and they are about $300. The gasket is another $70 from Super Scout Specialists. The question is: is the frame on the truck in good enough shape, or should I sand and refinish one of my spares? Either way, the one I’ve got is a mess and it’s time for a replacement.
Buy kick panel sheet metal and doglegs. Just to have on hand. I’ve got a passenger’s front dogleg I hacked out of the brown forest Scout six years ago with a Sawzall; I just need to sand the paint off, drill the spotwelds out and separate it from the body metal.
Buy new road tires. The BFG’s I’ve got are in great shape and have lots of tread left. And they look cool. But they’re louder than a jet engine. I’ve got a set of stock 15″ steelies with dry-rotted tires I could mount a quieter road-going set on, and perhaps sell the M/T’s to someone who might use them. I’d like to keep my black wagon rims though. The trick is to find a narrow set of 32s so that it doesn’t look like I put toy wheels on. Seems like most 32s come 11.5″ or wider. Cooper Discoverers are very road-looking, while BFG T/A KO2s are more aggressive. I can actually get these from Amazon in 10.5“, but I don’t have $750 for that laying around yet. [BP search link]
Rebuild the top end of the spare engine. Far off in the future, but still something I’d like to start preparing for. First up is a decent stand to mount it on.
Here’s an excellent article on how to use a Hi-Lift jack for all kinds of things from the Overland Journal. When I bought my Hi-Lift I knew how it worked but there are a lot of little tips the author includes that make it essential reading.
I know International Harvester was toying with a new design for the Scout in the late ’70s, and the pictures I’ve seen of it turned my stomach in disgust. Today I stumbled upon this article, which contained pictures of a prototype I’d never seen before:
Not as ugly as the SSV, but about as bland as a cheese sandwich. Still, if I squint, I can see the Scout II windshield; it looks like they stuck an Astro van nose on the front and just sketched in the rest. And they took the Hoffmeister kink out of the rear window.