Gettin' a Scout II, part 2
Well, since my original posting to the IHC Digest, I've received
some feedback.. so here's the important changes:
The 258 I-6 used in Scout IIs (as well as J**ps) apparently only has a
redline of around 4,000rpm.. very close to the IH V8s and Slant-4s.
Note, there are a LOT more performance options for the AMC J**p motor
than there is for *any* Binder motor
- 49-state Scouts got emissions and Unleaded gasoline (along w/
catalytic converters, etc) in '79 and '80. California had smog equipment
back to the original Scout II.
- Yes, it is possible to take an earlier Scout II, with Dana 30 & Dana
44s with drums, and convert it over to late-model (75+) Dana 44 w/
disc/drum brake axles. I'm doing this to my '72 Scout II. The Dana 30
front end needs a complete brake job.. drums, shoes, springs, wheel
cylinders, and the rear '44 needs the drums turned, shoes, springs, wheel
cylinders (I guess I really am that hard on brakes). My current plans
call to swap the Dana 44 front and rear (front disc) 4.11 axles from my
recently acquired '77 Scout II, and stuff 'em under my '72. Important!
You will need to take the proportioning valve from the late-model Scout
II, and *most* people agree you'll need to take the power brake booster,
too. I've heard of J**ps running disc brakes without power assist, but..
Besides, it's sooo much fun to hold my 2.5Ton Scout II on a hill, with
manual drum brakes.. ugh! Anyhow, "Yeah, you can swap late model running
There seems to be some confusion about the Dana 44, and the disc brakes.
Again, my understanding is that you *could* order a Dana 44 front axle in
'71, but it didn't come as standard equipment until *mid 74* (previously
I mentioned '75 as the year, but about half-way they started changing
things). Drums were the only option up until '74. In 1974, disc brakes
became standard, and.. some people claim the Dana 44 front became
standard equipment, too.. but, IH had a large stock of Dana 30 fronts,
and since you can mix n' match the ends, roughly half of '74 Scout IIs
came with Dana 30 axles with disc brakes. Late '74s came with Dana 44s
and disc brakes. All Scouts from '75 to '80 had Dana 44 with disc brakes
Prior to '74/75, Scouts were 1/2Ton trucks, unless you ordered the
optional 3/4Ton Dana 44 front. My '72 Scout II, Dana 30, has the "Heavy
Duty Spring" package, and is still only rated at 5200lbs GVWR. I don't
believe any major overhauls came about for the 3/4ton rating.. just
stronger axles and *maybe* stronger springs(??)
Trac-loc rear ends - the build sheet would include a reference to RA-28
(RA-18 is the open Dana 44, RA-28 is the Trac-lok Dana 44). There will
also be a sticker in the glove box. I don't know how to tell on the
Howard Pletcher contributed some manufacturing numbers of interest, 1977:
He also mentions that 2.5% of 1977 Scout IIs were Super Scouts
304 V8 - 41%
345 V8 - 42%
196 I4 - 13%
Nissan Diesel - 4%
Howard also reminded me to mention the 4spd gear boxes:
The close ratio transmissions work great for daily driving (the 3spd
transmissions have a paltry 2.7 or so 1st gear!), while the wide T19 is
highly sought after (and rather pricey) by rock-crawlers, for the 6:1
granny. Of course, around town it's about as good as a 3spd, which has a
rather long "reach" from 1st to 2nd gear.
From '71 thru '75 or 76 - Borg Warner T18 was used, close ratio 4spd,
non-syncro 1st gear, 4:1 1st gear, 1:1 final drive.
From '76(ish) on, the Borg Warner T19 was used, an updated version of the
T18, with syncro-mesh 1st gear, coming in both Close and Wide ratio.
Close ratio is still a 4:1 1st gear, while the wide-ratio has a 6:1 1st
gear, and about a 3:1 2nd gear. Both have 1:1 4th gears
1980 Scout IIs had 2 degrees of caster added to the front end.. all other
Scout IIs had 0 degrees, and a tendency to wander.. fix that by having
Jim Maulis in Denver twist the front axle around, giving you a straight
tracking Scout II, with a U-joint conscious driveline angle (even with 4"
'75+ came with Electronic Ignition.. just DO NOT leave the truck in RUN
position, without the engine running.. POOF goes the ignition module..
about a $60 part.
31x10.50 R15 tires will fit on a stock Scout II with decent springs
Lock-O-Matic hubs were offered on Scout IIs. When the front axle is
engaged via the transfer case, a clutch mechanism (hmm.. kinda like a
limited slip!) engages the front hubs. When you take it out of 4wd, or
*PUT IT INTO REVERSE*, the hubs unlock. If you do any 4wheeling, or
plowing, you want the hubs in the LOCK position, to save the clutch
mechanism from wearing out.. lots of backing up will lock/unlock the hubs
each time. Also, the Lock-O-Matics in the AUTO mode will NOT allow
"shift-on-the-fly".. you'll have to stop, then engage. Regular locking
hubs, when placed in the LOCK mode, (or Auto hubs in LOCK) can be shifted
on the fly into 4wd.. even at 45mph.. just DO NOT hit the clutch (like I
wanted to do at first) and just gently ease the transfer case into 4wd..
the front and rear axles should be synced. Note that this will not work
when you are embarrassedly spinning your tires at a stop light, and want
to get going.. the rear axle is spinning, the front is not.. GRIND.
That seems to be all I can think of at the moment.. Your feedback is
-Tom Mandera, Helena MT
'72 Scout II, 304/3.73/D30&D44/3spd/drums 31x10.50" BFGs
'77 Scout II, 196/4.11/D44&D44/3spd/disc 235/75R15