Here’s a video recap of last weekend’s trip. I’ve got next week off from work, so I’m going to make an effort to get the Sniper kit installed and running—stay tuned.
Author: bill
Garage Investigation
In preparation for Alan’s cleanout day, I packed up my Honda on Friday with a full suite of recovery tools and other things I thought I might need: a change of clothes, a sleeping bag, and a whole bunch of cameras. I put the pod on the roof, not knowing what we might be transporting, and also to keep the fumes from the boat tank out of the car. I left the house before dawn and drove out to the park-and-ride on Route 70 to meet Bennett. We loaded some tools in from his car and then drove two hours west to a small little town outside Cumberland, where our friend Alan used to live. His sister and brother-in-law have kept his house and have redone it into a cozy little getaway, but all of his car stuff is still packed neatly into the garage.
After a quick tour of the house, our gracious hosts left us to begin sorting out the truck and parts in the garage. Bennett and I had chatted about our plan of action on the drive up and agreed that the first best task would be to get the truck running so that we could move it out of the garage and make space to sort through parts. The truck itself is an interesting FrankenScout: it’s a Scout 800 body sitting on a heavily modified Scout 2 frame with an interior and exterior roll cage, gas shocks, and race seats. The builder went so far as to pull out the entire interior structure of the engine compartment, surround it with a roll cage, and then rehang the outer fenders. It’s got a healthy 304 V8 with a Holley 2300 carburetor and a bundle of unfinished wiring. Strangely, there are three pedals, but it’s hooked to an automatic transmission. And sadly, someone (not Alan) got their hands on a case of Milwaukee’s Best and a sawzall and crudely cut the fenders front and back to accept a set of squared-off plastic fender flares.
We checked all the fluids, made sure the ignition actually bumped it, and checked for spark. Then we poured some 50-1 two stroke oil into the bowl and lit it off. To our surprise, it started almost immediately and idled until the fuel in the bowl was gone. Then it took some time to coax back to life, because it had been sitting for over three years. Most of the seals in the carburetor were dry and the passages were dirty. After fussing with it for a while, we pushed it out into the driveway so we could run it without smogging the house. We pulled the carburetor off and disassembled it, using brake cleaner and brushes to clear the jets and gas to soak the accelerator pump.
Our hosts brought us some lunch, and we sat inside in their warm kitchen and traded stories. They’re really nice folks; I’d ment them briefly at Alan’s service a couple of years ago, and it turned out they remembered Peer Pressure from being parked in front of the restaurant (it’s hard to forget Peer Pressure, really.)
Back in the driveway, we reassembled the carburetor and put it back on the truck. We were able to get it to start again from fuel in the bowl, so we decided to put my boat tank and fuel pump on the truck. Wiring the fuel pump to the switched side of the coil, we got the truck running from the tank. Working slowly, we got the accelerator pump to mostly come back but found that the truck didn’t want to stay running when it was shifted into gear. There’s something happening with the transmission or possibly the vacuum where it just bogs down and kills the engine. We chased down a bunch of vacuum leaks and sealed them up with no effect. So we let it idle for about half an hour in the driveway.
We started looking through the boxes to try to sort out what he had squirreled away. His brother-in-law had cleaned out the house of the international parts and put them into bins, but our goal was to organize them by type and take an inventory. So we pulled everything back out and laid it on the floor of the garage. We made a pile for Scout 2 stuff, a pile for Scout 80 stuff, a pile for aftermarket parts, and a pile of unidentified IH parts. Strangely, he had collected a ton of random IH parts in their original packaging: tractor parts, parts for big trucks, and other stuff we couldn’t identify. Bennett stumbled across an entire bin of nothing but valve stems: all shapes and sizes, most unused, most with part numbers stamped in them, but more than we could go through in one day. He had collected tiny bearing sets for small engines and gigantic bearing sets the size of dinner plates. We found Scout 2 sheet metal: a decent used fender and several endcaps, and NOS B series fenders, all tucked under a shelf.
Back at the truck, we figured we would try to plug in the existing fuel system and fuel pump, so we took my boat tank off and hooked the fuel cell up after making sure the gas inside was clean and diluting it with the remainder of our good fuel. I took some time to shorten the fuel line loop in the bed of the truck, which was about 5 feet too long, and after attempting to get it running with the fuel pump in the engine bay, I moved it back to the fuel cell in the rear of the bed. We messed with this for a while and got the truck running again to attempt to move it, but at that point we were almost out of gas and it refused to budge.
By about 6 o’clock, we had five big piles of parts laid out on the garage floor, mostly shaping up into identifiable groups. Our hosts kindly brought us some warm dinner, so we went back upstairs and enjoyed a lovely meal at their table. We talked about our plans for the evening: we both had brought overnight bags, but figured we could probably get through the rest of the work and leave late that evening, so we pushed on and started cataloging the different piles of parts and bins. We wound up with about five bins full of Scout 2 parts, a bin and a half of Scout 80/800 parts, four or five more bins of universal Scout parts, and two full boxes of unidentifiable International parts. Then we labeled everything and started replacing them on the shelves.
As we had been going through the different bins, we each set aside a couple of things we were both interested in: Bennett found a bunch of parts for R-series trucks, including a set of NOS shocks, a spare ashtray, and some other goodies. I found an air cleaner for a Holley 2300 2-barrel which fits the carb on Darth Haul. Darth came with a period-correct oil bath air cleaner which is a messy PITA, so I was excited about that. I found a Robert Shaw thermostat in its original packaging, and some ’71–’72 headlight trim rings for a Scout 2—an exact fit for Peer Pressure. Also, a mint Scout 2 AM/FM radio which might be a good replacement for the older model I have on the bench. But most interesting was a Holley Sniper EFI kit in the box on a shelf, waiting to be installed on Alan’s 2-barrel 304: identical to the engine in Darth.
After sweeping out the garage and returning everything to the shelves, we got the truck running one last time, and Bennett was able to start it in gear and get it to move under its own power back inside. We buttoned up the last of the stuff in the garage, washed our hands, said our goodbyes, and hit the road at about 10:30. I didn’t make it back into bed until 1AM, so I was pretty knackered Sunday morning.
After unpacking the car, pulling the pod off the roof, and sorting things out, I catalogued the parts and looked through the Sniper kit. The fuel box included everything the instructions mentioned, but the carb box was missing the instructions and some wire looms. I sent them an email update to work out a fair price, and we’ll get that taken care of.
I was pretty tired, so I spent most of the day finishing small projects; I installed the last seatbelt, organized the garage, and then took a wire wheel to the new air cleaner to blast the old paint and rust off. After a wipe down with acetone and a coat of etching primer, I shot it with black semi-gloss and let it dry on the carburetor. It makes the rest of the engine bay look like garbage.
Before this trip, I had decided my first and biggest goal for the spring after wrapping up a bunch of smaller projects left over from the cold winter would be to get the truck running and moving. My original plan of action was to sort out the original carburetor so that it was starting and idling reliably, swapping out the starter (which I suspect is tired) and the positive battery cable. Then I could attempt to bump the clutch enough to unstick it mechanically; the nuclear option is to have it towed to the transmission shop for them to fix it—after which it could theoretically be driven home. With the Sniper now on the bench, the plan has changed: I’m going to source the missing parts and install the EFI system instead, swap the starter and cable, and get the truck running that way.
I’ve found two main themes with my truck hobby: It’s brought me a lot of fantastic friendships full of adventure and knowledge. It’s also been full of amazing synchronicity: When I was finally able to let go of Chewbacca, Brian came along at just the right time to give her an excellent home. When I was ready for a new project, my friends enabled helped me with Peer Pressure and re-ignited my hobby and those friendships. When I had cancer, those same friends stepped in and helped me get back on my feet—and Peer Pressure out of the garage. Alan’s passing was unexpected and unfair. He was a great guy with tons of knowledge and always full of support. I choose to believe his EFI kit came at exactly the right time to get Darth on the road, and that somehow that was his final gift.
Scouting History
Here’s a recently unearthed shot of Chewbacca on the beach in Nag’s Head in about 1999 or so. My friend James is flying my kite over on the right side. In retrospect I’m amazed at how naive and trusting I was to drive 300+ miles in a truck I’d only recently bought, but I’d already taken her across the Eastern Shore to Assateague (150 miles) with no problems. She ran like a top, and it was loads of fun to shift into 4-Lo and get her out on the beach. I think we probably drove 3-4 miles over the sand until we found a section we liked.
Starting and Stopping
Cleaning House
We lost one of our Scout friends a couple of years ago unexpectedly. A. was an encyclopedia of Scout and International knowledge. If you needed to know the size of a particular bolt on an engine or the diameter of a piece of hose, he knew exactly what it was. If you needed to know what carburetor came in a particular truck for a particular year, he knew. When I first got Peer Pressure, I was having problems diagnosing accelerator cable issues and shot a picture of what I was dealing with to the local Scout group. He reached out to me within a couple of hours, told me I had the wrong throttle cable mount, and offered to swap with me for the correct manual mount. He mailed me the part the next day and within a week I had the truck running much better than it had been before.
Later on, he was part of a group of guys who joined me in parting out a truck we dragged out of the woods, and we got up to all kinds of fun scout shenanigans. He was also one of the group who came and swapped the brakes out on Peer Pressure when I was recovering from cancer. He was a good guy and our little Maryland scout group misses his knowledge and expertise.
When he passed, his estate went to his sister, and he left behind a truck and a whole bunch of parts at his house. She’s been storing it ever since and reached out to Bennett to help her figure out what’s there and what it’s worth. So we’ve organized a scouting trip up there to survey and catalog everything, and figure out how we can help her sell it. Bennett and I are driving up next weekend and we have no idea what to expect. Part of our plan is going to be to getting the truck running. We are told it ran a couple of years ago, but we don’t know if he had done any extra work to it or what shape any of the major systems are in. So I’ve got a list of tools and parts for an engine revival ready to go.
We’re also told there’s a bunch of parts that he had collected over the years, but we don’t know if they’re organized, or for what vehicles they might be. His truck is an original scout 80 or 800, but from what we remember he had collected a bunch of Scout II parts. So it’s going to be a very interesting trip.
That Looks Pretty Good
This is the spare steering wheel Tony got me last fall, completely restored with 2-part epoxy, a layer of adhesion promoter, high-quality enamel, and a top coat of UV protectant. I’m really happy with how this turned out and I can’t wait to put it on the truck.
Wing Windows Part 1
I’ve had a set of Scout II wing window replacement gaskets on my bench since 2023, right before I bought the Travelall. Given the current temperatures and my desire to stay warm, I dug them off the bottom of the pile and decided it was time to get them installed. The kits come with two gaskets and a small bag of parts—a bunch of tiny screws and two rubber caps for the front of the window. The new rubber is beefy and strong.
The first thing to do is break down the old windows. If you’re like me, you’ve got several spares, and between all of them there might be one in good shape. They are 40+ years old at this point and have been mounted in a vehicle with a suspension designed for a covered wagon, so they’ve been shaken to pieces and baked by the sun. I’ve got four spare frames for each side, with two complete passenger frames (good hinge, good frame, solid pivot, intact latch) and one for the driver’s side. The rest have an assortment of problems: a broken hinge, broken frame, broken pivot, missing latch, or a mix-‘n-match assortment of the above. I gathered up the best of each and broke them down on the bench, starting with a driver’s assembly. The spring-loaded pivot was broken in half—a common problem—so after I disassembled it completely I welded two sections of 18 ga. steel to either side of the pivot.
Back on the workbench I installed the rubber gasket based on the instructions on Anything Scout’s video. I found the rubber pretty easy to work with, and after about ten minutes I had it installed inside the channel and ready for the next step. I fed the window back down through the pivot, making sure the washers were in place correctly, and lined it up with the outside hinge. Putting that back in place involves a pair of pop rivets on the outside front face of the frame. I stalled out two years ago because I didn’t have a rivet gun, but borrowed one from Bennett to finish this job out. The instructions say to hold the hinge as close to the frame as possible when you install, which I did.
Then I used an allen key to put four of the tiny screws into the backside of the vertical of the frame.
Opening and closing the window, I found that the top of the window wasn’t aligning with the top of the frame; the top section leans backwards by about an eighth of an inch which makes the whole thing hard to close. I figured I would try rebuilding the other side to see if I could replicate the problem and found that the same thing happened on that side too, this time to an even worse degree. It’s an easy thing to drill the pop rivets back out, so I tried that, put new ones in and got the same results. Doing this with a third test window also resulted in misaligned glass.
At this point I had two options. I tried using a wide-jawed pair of vice grips to get a solid hold on the outer bend of the hinge to try to move it outward in order to widen the gap at the top of the glass. This didn’t work; I couldn’t get enough purchase on the frame without bending the rivets to move the metal of the hinge. The next option is to buy a shoulder rivet kit from the original rubber supplier, pull both of the untouched windows out of the truck, drill the pin out of the hinges, swap the new rubber in place, and rebuild with new rivets.
My next step will be to break the spare driver’s window frame back down because the latch on the window is broken, and replacements are $100. The only good window/latch assembly I have for the driver’s side is actually on the truck, and that frame is broken at the pivot point, so it needs repairing in any case. So I’m really no further along than I was when I started.
Historical Documents
I’ve embarked on a project to digitize all of of my old paper files after I found out that the big multifunction copiers at work are back online and are able to email again. They have batch scanners that will take a giant stack of papers and smash them into one PDF that I can then email myself. Going through my overstuffed file cabinet I found a long-lost folder of Scout documents. It’s all Chewbacca era stuff, including the original lineset ticket, most of the receipts for the registration, an April 1972 copy of Mechanix Illustrated with a review of the new Scout II, and a bunch of other assorted papers. I was happy to find pictures that I thought I’d lost as well as correspondence from the original owner I bought it from in 1997. I’ll start posting them here as I process all the files.
This is the original listing for Chewbacca from a nice man up in Lancaster, PA. I bought this truck the day before my birthday in 1998.
Unfulfilled
Saturday I had the afternoon to fiddle with the truck, so I focused on getting the clutch unstuck. First I stopped at Hobo Freight to pick up some long pry tools to separate the clutch plate from the flywheel. Later I climbed under the truck and tried to get the tools where they needed to be, but found that the angle required was too great—the bellhousing made it impossible to get the tools I had in the proper position.
The next possibility is to run the engine to temperature and heat soak the clutch, so I focused on getting her started. While I was able to get her to idle last weekend I couldn’t get her to catch at all with gas in the bowl.
Sunday morning I had a little time before a junkyard run to pull the plugs on Darth. All of them except #5 and 7 on the driver’s side were pretty fouled with gas and oil, so I cleaned them off and put them back in. I also checked the other wires for corrosion and re-routed them all above the water pump neck. With that done, I connected the boat tank behind the filter, powered the electric pump and tried cranking the truck over, but still couldn’t get it to catch. At this point I’m thinking the carburetor needs to be pulled off and cleaned out again, because I can get fuel to the bowl and I know I’m getting spark to the plugs.
At 11, Bennett pulled up to the house in his Scout. We transferred tools and drove Peer Pressure to a junkyard on the eastern side of Baltimore to pick parts off a Chrysler Crossfire they’ve had in their yard for two weeks. He’d already been over there once to get some stuff but wanted to return for some other things before it got scrapped. His Crossfire is almost 20 years old now and a lot of small things are breaking, so he had a long list of plastic parts and other fasteners to grab. The two big things on his list were an intact windshield and the corner of the rocker panel behind the driver side door. The car had been picked over pretty well, so we got what we could and he focused on cutting the rocker out with a Sawzall while I tried to cut away the glue around the windshield. He was stymied by a thick section of structural metal under the outer skin and a dying set of batteries, and I was stopped by rock-hard glue that prevented any blade I had from cutting.
The junkyard on this side of town has always been an interesting place to experience the wide spectrum of humanity; all the self-service yards around here have the same grubby, slightly institutional feel of a prison, but this one is the grubbiest. It always feels like one is visiting a shady uncle doing time for a meth bust. While we were pulling parts we had two different men stop by and ask to borrow our impact driver; both reeked of pot and could barely stand, let alone talk. I demurred, assuming I would never see my tool again—figuring the chances were equal they would either steal it or wander off, forget where they were, and fall asleep in one of the cars.
We then found a 2009 Nissan Versa and proceeded to demolish the plastic dashboard to expose the electric steering unit underneath. The one I’d disassembled last year had already been partially deconstructed due to a head-on collision, but this one was intact so we had to get physical with the plastics and fasteners. Once we’d cut away half the dashboard and wrapped it up over the passenger side, the guts were easier to reach and we got the unit out in one piece. Then we had to prop the column up over the wheelbarrow and remove the airbag, steering wheel, and control stalks so that he wouldn’t be charged for the extra elements. With those safely collected, I made a brief stop at a CR-V to pull the driver’s sunvisor and then we headed for home.
So there wasn’t much forward progress with the truck, which has me feeling blue. But here’s a recap video from the last two weeks:
Bump Start
While it may look from the outside like I go into every workday with a plan, the truth is that I rarely do unless I’ve got a clear plan mapped out. In the cases where there is no plan, I often spend the day bouncing from one small project to another letting my ADD get the better of me. So in the spirit of using this page both as a place to record what I’ve already done and keep a list of things I intend to do, here’s another list.
One of my main goals is to unstick the clutch in the driveway. The inspection cover is still off, and I’ve been squirting PBblaster between the flywheel and clutch disc every day, but I suspect I’ve got to do a couple of things to really make a difference:
- Put it in neutral and bump the starter to spin the flywheel around.
- Spray penetrant on this newly exposed area.
- Prop the clutch pedal down so it’s mechanically disengaged.
- Get underneath and, with a thin metal putty knife, and try to separate the clutch and flywheel.
- Add more penetrant, bump the starter to spin the disc, and repeat.
- If that doesn’t work, the next step will be to put it in high gear, hold down the brakes, and bump the starter. This might release the clutch.
- If that fails, the next suggestion is to get the truck idling to temperature to let the heat expand the two surfaces and hopefully the combination of that and penetrant will help unstick the two.
I’ve got to pick up some new fuel filters and exchange my long battery cable for a shorter one first, so a trip to the auto parts store is the first order of business.