Volume #2

W e D i d I t A g a i n E d ., #2
S p ri n g 20 02
International Scouts
& Trucks OF OREGON
INTEGRITY & HONESTY
INSIDE THIS ISSUE:
RARE PARTS
2
POWER STEERING FOR
800S
3
GRANDPA SCARES THE
KIDS
4
EATING CROW
5
KEEPING THE IH IN IH
7
I’M NOT PAYING ALOT
FOR THIS BUMPER
8
MEMBER DIRECTORY
14
VENDOR DIRECTORY
16
LAST CALL
While we are participating in
an unbelievable insurgence of
interest in all things IH here in
Oregon and elsewhere, the
passage of time is having its
effect on yet one more printed
resource. The International
Pickup & Scout Buyers Guide,
and the International Truck
Color History, no longer run
through the presses. One more
is being added to the list.
We have been informed that all
remaining Crestline books,
which include 150 Years of
International Harvester are
currently going out of print.
Binder Books has made a special purchase and will offer
remaining copies at $24.95
each. They are normally listed
for $49.95.
For complete details on remaining books, see http//
www.binderbooks.com/
cbks.htm, or call Binder Books
at:
I N T E R N AT I O N A L S P O T L I G H T :
JOE RENHARD
their very first call.
By then, Joe was an International
veteran. His first IH was a ‘66
Scout 80 bought in 1987 for
about half what his friend paid
for a Chevy Blazer. He was
delighted when he and his friend
ran trails, and the Blazer would
get stuck in the mud. Joe made a
point by driving circles around
his friend.
We would like to see more Internationals like this on the road. The bold
lines indicative of the ‘70s Light Line suggest the built for work, serious
character of this ‘75 pickup.
Mr. Renhard is reserved and
unassuming in person. He speaks
only when he has something to
say, and is not prone to talking
about himself unless it pertains
to the conversation at hand. But,
Joe is passionate about his pickups, albeit quietly. Passionate
enough to respond to a billboard
on a highway near his home that
shouted: “International Scout &
Truck Enthusiast’s, Join Our
Club!” At that time, there was
no International Scouts &
Trucks of Oregon, only two
guys that waited by the phone,
wound up tighter than ticks
from their 2001 NW Binder’s
Roundup experience. Joe was
His next International came by
accident. He just ran into it.
Literally. He was driving a
Dodge farm truck that had
problems with the shifter, he just
happened to be hauling firewood
at the time. In the act of
wrestling with the shifter he hit
the shoulder and subsequently
locked up the brakes. Dodge,
trailer, and split Douglas Fir, slid
across the soft shoulder. A 1970
IH pick-up for sale was parked
nearby waiting for him. Joe still
smirks when he thinks back to
the piled up mess when Dodge
met International. The owner
(Continued on page 2)
PROPER LUBRICATION SELE CTION*
BY ELDON MCFARLING
Here we have a very confusing
subject. There is much more to
selecting the proper lubricant
for use in manual transmissions
& transfer cases than just
the "weight" of the oil, or the
convenience of having a single
lubricant for everything.
Gear oils of the multipurpose
type (GL-5), and Mild EP gear
lubes (GL-4), contain Extreme
Pressure, or "EP" additives that
are not suitable, or required in
manual transmissions, and
transfer cases. Straight mineral
gear oil (GL-1), with rust, and
oxidation additives (R&O type)
is acceptable for use in most
manual transmissions, but
heavy duty engine oil is the
* Reprinted here with the expressed permission of the author.
PREFERRED lubricant recommended by most manual
transmission & transfer case
manufacturers. One of several
benefits from using engine oil
is that the detergent additives in
the oil keep the inside of the
transmission clean.
(Continued on page 3)
Page 2
Scrappage Provision
Defeated On U.S.
Senate Floor
We Did It Again Ed., #2
I N T E R N AT I O N A L S P O T L I G H T :
JOE RENHARD
work. Joe had to change the
steering gear and pitman arm. He
fixed a busted flex plate, replaced
the carburetor, fuel and oil pump.
The front bearings, king pins and
rotors had been replaced before
he acquired the vehicle. Rabe’s
From "Brian Caudill"
[email protected]>
To <[email protected]>
Subject Scrappage is Defeated!
Date Wed, 13 Mar 2002
Attention SEMA Action
Network:
Thank you all for your hard work
in opposing, and now defeating,
the old car scrappage provision
in the Energy Policy Act of 2002
(Section 822 of S. 517).
In case you haven't heard the
news, Sen. Ben Nighthorse
Campbell's (R-CO) amendment
to eliminate scrappage from the
legislation was - astonishingly
enough - passed by unanimous
consent. In the end, even the
principal sponsor of the
scrappage provision, Senator Jeff
Bingaman (D-NM), was not
willing to oppose the Campbell
amendment!
“To catch the r eader's attention, place an inter esting sentence or quote from the stor y her e.”
This is fantastic work, work that
would not have been possible
without the literally thousands of
phone calls, faxes, emails and
letters to U.S. Senators that
SEMA Action Network vehicle
clubs and individual enthusiasts
were able to muster. Hobbyist
efforts were cited by Senator
Campbell and Senator Sam
Brownback (R-KS) as a
compelling force in defeating
this scrappage provision.
SEMA sincerely thanks
everyone for their dedication,
hard work, and willingness to
protect the vehicle hobby today
and to preserve for it for our
children. This is an amazing
victory and a testament to the
powerful connection between the
specialty aftermarket automotive
industry and the American
vehicle hobbyist community.
Job well done.
Brian Caudill, Director of Public
Affairs, Specialty Equipment
Market Association
(Continued from page 1)
wanted $800 for damages, or
$750 to buy and haul away the
dented IH. The math was easy.
Two trucks later, Joe’s most
recent driver these days is a
1975, 3/4 ton (Pictured Front)
that sat in a farmer’s field for 8
years. The heavily oxidized,
Even after 30 years, this Travelette sparked
orange-red paint took to
polishing with the help of his at every opportunity to serve.
wife Sue. Joe eventually
Auto Upholstery, recovered and
replaced the 345 with a free
firmed up the bench inside for
392 he found. Sue’s prior
comfort.
experience at Redline looking
Joes’ latest acquisition is a 1972
up serial numbers came in
long-bed Travelette. This
handy. It still needed a lot of
International took its first steps in
Arizona. Then, from heat to
cold, it moved to Alaska where
it received a hydraulic snow
plow attachment. Finally, it
settled into the care of a logger
in Boise, Idaho who collected
IH. Twice a year, she would be
fired up to clear driveways
around the farm.
The owner has recently
deceased, but the International
lives on. Joe drove her back to
Oregon sitting in the nearly
perfect interior, but he will
need to find or fabricate the
second half of a headliner for
her. Even after its long service,
the long-bed Travelette has a
clean, straight body. Joe is just
happy the bed lines up.
Every place he and Sue go, they
look for Internationals, he tells
me. I ask Joe, “So, when do you
think your collection will be
complete?” He tilts his head and
looks at me askance. He had no
idea what I was talking about.
RARE PARTS
BY COLIN RUSH
If you are like me, you take the
typical wandering of your Scout
for granted. Both my brother’s
‘72 and my ‘73 Scout IIs
required you to stay on top of
things to keep them between the
yellow lines, and only complete
replacement of all the sacrificial
parts like spring bushings and tie
rod ends and ball joints
completely fixed the problem.
Older IH trucks are as bad if not
worse. Believe it or not, these
trucks did not always do this,
and steered straight when they
were new. In the case of our
beloved Scouts, some new parts
are still available. If you are one
of the unlucky (ahem, ‘chosen’)
few to own an older IHC truck,
you have probably been stymied
in your efforts to find
replacement ball joints, drag
links, tie rod ends, or steering
column rag joints or U-joints.
Most of these items were
discontinued years ago, NOS
units are zilch, and the few items
that are out there are worth their
weight in gold to restorers.
Many IHC owners are reduced to
jerry-rigging their own
components (and I have seen
more than my share of botch jobs
over the years) or simply living
with it and trying to explain to
others the ‘allure’ of owning old
iron. Not only is this dangerous
to the driver and to the people on
the road with him, but oftentimes
the fix costs as much if not more
to implement than it would if
proper parts were available.
No more. There is a company
called Rare Parts that carries
many different replacements for
those obsolete steering and
suspension parts. I was first
intrigued by their full-page ad in
“Drive” magazine in which they
mention the fact that they now
manufacture brand new upper
ball joints for 1961 to 1975 IH
TravelAlls and pickups. I had
seen this ad for over a year, so I
decided to give them a call and
ask what else they offered.
I talked with the vice-president,
a fellow named Marshall Giorgi,
who told me about their
company. In his own words,
“we will have all of the parts
that Moog or any other
manufacture once listed as long
as it is a wearable steering and
suspension part. If it's not on the
list, just give us a call. Here at
Rare Parts we like to say, ‘If we
don't have it, we'll build it!’ We
(Continued on page 9)
I n te g ri t y & Ho n es t y
Page 3
PROPER LUBRICATION SELE CTION
BY ELDON MCFARLING
Manual transmissions, and
transfer cases require lighter oil
for lubrication because they
have less clearance between
major parts, such as synchronizers, gears & shafts, etc.
Heavier gear oil cannot provide
adequate lubrication between
gears and shafts since it will
not flow thru small passages, or
tight clearances. Gear oils can
also make shifting difficult, or
impossible in cold temperatures. Gear oils with EP additives are especially bad when
used in transmissions because
the EP additives can plug passages that the lubricant has to
flow thru, and can also build up
on other parts such as synchronizers, and oil seals, causing
early failure.
The PREFERRED lubricant is
heavy duty engine oil, with a
viscosity grade of SAE 30, 40,
or 50 for temps above 0 degrees F°. If the proper grade,
and type of engine oil is not
available, straight mineral gear
oil can be used. Multi-purpose,
Mild EP, or any other gear oils
that contain EP additives
SHOULD NOT BE USED in
manual transmissions, and
transfer cases.
"But my IH manual sez". . . .
Below are the Dana/Spicer
Transmission Lubrication Recommendations, which includes
Dana/Spicer main & auxiliary
transmissions, and transfer
cases.
The IH lubrication section from
the service manual is very confusing and difficult to understand. It helps to consider that
the same section is used in all
service publications for the
various models of trucks that
IH produced, which would
cover everything from an early
Scout, pickup, or Travelall, to
the largest trucks that the IH
truck division made. The recommendation for all transfer
cases except code 13143 (IH
single speed) is straight mineral
oil, which is acceptable according to the Dana/Spicer recommendations, but under the
"Spicer" listing in the same
service manual section, engine
oil is specified, the same as the
Dana/Spicer bulletin calls for.
The reason that mineral oil is
specified for transfer case
lubrication is that larger IH
trucks, like 6X6 off-road dump
trucks for example, used transfer cases that require mineral
(Continued on page 6)
P OW E R S T E E R I N G F O R 8 0 0 S
BY SEAN SHEPARD
Editors Note: “Don’t mess with
me! I drive an ‘original!’
Scout,” and with that, the
would-be brawler pushed up
his sleeves to reveal some of
the biggest arms he had ever
seen. Around him, beer bottles
clattered to the floor and the
room quickly cleared.
Melodrama aside, 80s and 800s
are not difficult to steer. In
making a right angle turn, both
hands wrapping tightly about
the wheel and a grunt is all that
is required to turn into the nearest video store parking lot.
And, the faster you go, the
easier the steering gets. That
twinge in your shoulder blade
will go away in time, marking
the day that you and your Scout
are one.
The fact remains that some of
you may steal glances at some
of your Scout II brethren as
they navigate that parking
space with a single index finger. Wimps, you mutter under
your breath.
Not that you would even consider it, but would it be possible, hypothetically speaking of
course, to add power steering
to an original Scout?
Sean Shepard addressed that
issue recently on IHC Digest.
This information pertains to a
4-cylinder 800 with the crossmember back from the front of
the frame and the steering box
inside. 6-cylinder and V-8
models will have the crossmember at the front and the
steering box outside the frame.
Mr. Shepard performed several
structural modifications that
may be arduous for the typical
do-it-yourselfer. Any modification regarding the steering of
your vehicle is extremely risky
business. Proceed with caution,
or better still, seek the service
of a professional.
* * *
Greg Herman wrote: “[Sean]
Have you done this? Which
Saginaw box was used and
what did you use for a pitman
arm and drag link? I’m well
aware that the 800 V-8s put
their manual steering box outside the frame rail and used a
longer drag link than the 4s
did, but never heard of a power
steering swap for 800s.”
(Continued on page 8)
What Names In OffRoad Manufacturing
Support Internationals?
Borgeson:
Yes. Willing to help. Able to
reference most steering
components for IH.
1-860-482-8283
Classic Auto Air:
Busy.
1-813-251-2356
Currie Enterprises:
Yes. Someone on staff will talk
International in regards to axles.
714-528-6957
Dakota Digital
No specific products but willing
to do custom work.
1-888-881-0537
Dynatrac:
Yes. Willing to do custom axle
builds for Internationals.
1-714-596-4461
Jet Performance Products:
Yes. Willing to do Torqueflight
performance customization.
1-800-959-3235
Painless Performance
Products:
Enthusiastic YES! Complete
Scout wiring harnesses, more.
1-800-549-4737
Performance Distributors:
Not yet. But a D.U.I. Distributor
package for the 304/345 is
currently under development as
we speak.
1-901-396-5782
Randy’s Ring & Pinion:
Insanely long hold time. Unable
to get through.
1-800-291-8842
West Coast Differentials:
Yes. IH Enthusiast on staff.
1-800446-0950
The friendly, helpful responses
I received to this survey were
surprising. Look for a more
comprehensive installment
next issue.
Page 4
Books for
Binder Folk
By Colin Rush
The Shock Absorber
Handbook
By John C. Dixon
One of the most critical items to
vehicle driveability and control
both on and off-road is the shock
absorber. In the early days of
the automobile and truck
industries, shock absorbers were
at best an option, and at one time
not even available. Even now,
most of us do not give them a
second thought on our daily
drivers until they need to be
replaced. However, their proper
selection and use becomes
critical in high-performance
situations as seen by 4x4s, sand
buggies, and race cars. This
book provides comprehensive
coverage of the design,
installation, and use of the shock
absorber. Among the subjects
highlighted are fluid dynamics,
valve characteristics, damper
characteristics, installation and
motion ratios, and influence on
vehicle ride and handling.
Numerous example installations
are described and discussed.
Testing machines, as well as
methods of laboratory testing,
are also described in detail. The
widely varying characteristics of
variable dampers, and the
relationship to their design
features, are explained. Each
chapter of The Shock Absorber
Handbook covers vibration
theory, ride and handling
installation, fluid mechanics,
valve design, damper behavior,
adjustables, specifying a damper,
and testing. Published by the
Society of Automotive
Engineers. Cost is
approximately $55.00.
ISBN 0-7680-0050-5, 508 pages,
10 chapters, Hardbound 1999,
SAE Order #R-176
SAE Bookstore: phone, 877606-7323, or, www.sae.org/
bookstore
Powell’s City of Books: phone,
800-878-7323, or,
www.powells.com
We Did It Again Ed., #2
W H Y I L OV E M Y S C O U T
B Y E M E R Y I N G H A M (WORLD CLASS BS'R)
Some years back on a warm
summer’s day, I had my three
grandsons “the Grumpy Brothers”
and a nephew with me for the
afternoon. The top was off the
Scout and we headed out to cut the
winter wood stash.
The way the land lay’s, it’s up a
very steep hill and down the other
side to the wood lot—or one can
just drive around the hill. I chose to
go over the top for the kids.
As we started up the hill, my
nephew says, “This has 4-wheel
drive, doesn’t it, Unc’?” I say yes,
we are in 4-wheel drive now.
Number One Grumpy says,
“Nothing special. A lot of rigs
have 4-wheel drive.” I say, “Yes,
even cars now.” Grumpy repeats,
“Nothin’ special.” So I tell him
that lots of rigs have 4 wheel
capability, but few have
compound low which we are in
now. Scout’s are special that way.
Number Two Grumpy says,
“What’s so special about it?” I
say, see, my foot isn’t on the gas
and we are going up the hill at a
slow but steady clip.
To their amazement, I hop out of
the Scout and walk briskly
alongside. “See how the little
truck propels itself up the hill?” I
say. Just before reaching the top
of the hill, I hop back in.
As the nose of the Scout starts
pointing down, I say, “See, no
foot on the brake and we are
going the same speed downhill
too.” At that, I jump out again.
While Grumpys and my nephew
stare at me haplessly, I walk
briskly alongside again. “See?!” I
say.
Well, going up hill without a
driver was one thing but looking
down the steep incline without a
navigator was another, scaring the
“you-know-what” out of them.
They yelled, “Get in here
Grandpa!”
We love to receive submissions from club members, but Emery’s envelope
gave us pause. “Was there powder inside?” we asked.
To this day, they all have a
healthy respect for Grandpa’s
Little Truck. It may take a field to
turn it in a circle, but I love it.
W H Y I L OV E M Y S C O U T
BY CARL WEISE
Why do I love my Scout? I
love it because it is quite possibly the most perfect vehicle
ever created. For me at least. It
was July and I was going to
start my junior year of college
in about 2 months and I needed
a mode of transportation other
than my bike. I had spent my
sophomore year of college
riding my bike 2 miles to
school and 2 miles home in all
of that wonderful Oregon
weather. I wanted something
that had four wheel drive, a
manual transmission, and got
good mileage. My Scout is all
that and so much more!
When I went and looked at my
Scout I had never heard of a
Scout diesel. To tell you the
truth, I hadn’t heard much
about Scouts except they are
big and have the guts to take
you places you don’t have the
guts to go. Since owning one I
have learned this lesson many
times over. I say to people, “I
can’t do that.” Then I try it and
discover, yes, I can do that and
I will with a big smile on my
face, the whole way thinking to
myself wow what a great rig,
why would I ever want anything else.
I have been told from a very
good friend that my Scout is
my personality embodied in a
vehicle. I take this as a very
high compliment. It says that I
am unique, tough, forgiving,
reliable, and fun to be with, just
like my Scout. This summer,
my hour lunch breaks would be
spent just out driving on back
roads. When I am stressed it is
nothing a good one or two hour
jaunt in my Scout can’t cure.
People see my Scout and they
see a big and noisy SUV, then
I take them for a ride and it
starts to grow on them. I get
the “Now I know why you
drive this.” I got that comment
while plowing through a stand
of invasive scotch broom
across the street from my
house. I like people telling me
they are jealous of what I
drive. I knew that I had a good
rig when my Dad decided he
wanted one and that made me
love my Scout all the more.
One more reason I love my
(Continued on page 10)
I n te g ri t y & Ho n es t y
Page 5
HOW I SURVIVE AN IH HUSBAND
BY LISA DONNELLY
So, I get this email a few weeks
ago from Jack about
contributing to the quarterly
newsletter, and asking me
about surviving an IH husband.
One has to ask themselves, is
this for real? Could this be true,
someone asking me what it’s
like to be married to Mr.
International himself . . . sure
you betcha.
The fact of the matter is that it
makes for an interesting life.
There are times that you want
to throttle your IH husband
because he has come home and
said, “Hi honey guess what
someone gave me today.” Oh,
yeah. Or, “Hi honey, guess
what I’ve found and it’s a great
deal that we can’t pass up!”
Being the good sport that I am
from time to time, I either say
great (smile on my face), or,
no, we cannot afford another
or, it cannot come to our home,
as we don’t have room! You
try to be diplomatic as you can,
so that you won’t totally
discourage your IH husband,
thinking to yourself that if you
had a backyard or carport full
of shoes or purses, he would be
having a cow, but you just say,
I love you, however you make
it work, and if it makes you
happy then it’s fine with me.
Then there is the other side of
the coin where I say, “Honey,
why don t you liquidate some
of your parts, vehicles, etc.?”
He looks at you in a state of
panic like you have just said
you were going to take
birthdays away, and he says,
“No, I might need that
Travelall for parts.” You smile
at him and say “Ok ,” thinking
to yourself that in a short
amount of time you will be
giving the local junkyard a run
for their money on who has the
most broken down vehicles.
Here is the killer, you buy a
1973 Travelall, he does exactly
what he says that he is going to
do (i.e., strips parts galore off
of it) brings said parts home,
saves you at least $500 to
$1,000 and you, as his wife,
sure at the time that he had lost
his ever-lovin’ mind, have to
eat raw crow, feathers and all.
Then the two of you stand out
in your carport on a Sunday
morning after spending 6 hours
on Saturday cleaning said 1973
Travelall, and “Oooh” and
“Awhh” at your new child that
is not only clean and pressed
from the day before, but has all
of these cool parts on it from
the other parts Travelall. I hate
it when he’s right!
But in all seriousness, being
married to Mr. International,
makes life fun, interesting and
we definitely get some laughs
and good times out of it, not to
mention cool vehicles. He
bought the 1973 Travelall for
me, and I am VERY excited
about it!
HOW I SURVIVE AN IH HUSBAND
BY LISHA CAMPBELL (& TURTLE)
Let me just say that I should
have known that once he really
got to know about the
Internationals he would be
hooked. It wasn’t until after the
2001 NW Binders Roundup
that I knew he had the bug. I
started with some simple
computer time. “I’ll be just a
minute dear,” is what I would
hear almost nightly.
When Jack suggested that
naming our first child “Scout,”
or “Terra,” was a good idea, I
just had to draw the line. I
tolerated him singing about
Scouts, wasn’t that enough?
He then decided that a trip to
Binder Books was in order.
Considering Binder Books is in
Tigard, this meant leaving our
home town of Woodburn.
Someday, Lisha may even be able to drive alongside Jack in a Scout of her
own. That is, once Jack & Lisha get “Patton” put back together.
Which for Jack is a very big deal.
Maybe it was the slightly raised
eyebrow from me, but on our trip
to Binder Books, he only bought a
few books, and he began to read
them almost non-stop. About this
time, we bought my 1979 Traveler
to which we gave the name
“Patton.” I have to admit that with
an IH of my own, I began to see
the light.
(Continued on page 10)
You have times that you
want to throttle your IH
husband because he has
just come home and said,
“Hi honey guess what
someone gave me today.”
Oh, yeah. Or, “Hi honey,
guess what I’ve found and
it’s a great deal that we
can’t pass up!”
Page 6
Books for
Binder Folk
By Colin Rush
High-Performance
Automotive Fuels & Fluids
by Jeff Hartman
For many racers and
technicians, trying to select the
perfect fuel or oil for a specific
racing or off-roading
application can be
overwhelming. This book
presents the advantages and
disadvantages of various types
of internal combustion engine
fuels and lubricants from the
point of view of maximizing
power. High-Performance
Automotive Fuels & Fluids
simplifies the complexity of
chemistry, presents the most
reliable, up-to-date information,
and tells you everything about
high-tech fuels and lubricants.
The book includes coverage of
sanctioning bodies’ specific fuel
requirements and safety and
emissions requirements for
these fuels and fluids: gasoline;
diesel & aviation fuel; propane
& natural gas; nitromethane,
monopropellants, and rocket
fuels; alcohols; nitrous oxide
injection; and gear oils,
Lubricants, automatic
transmission fluids, and
coolants. Published by
Motorbooks International. Cost
is approximately $20.00 for
paperback.
ISBN 0-7603-0054-2, 128
pages, 15 chapters, Paperbound
1996, SAE Order #B-752.
SAE Bookstore: phone, 877606-7323, www.sae.org/
bookstore
Powell’s City of Books: phone,
800-878-7323,
www.powells.com
We Did It Again Ed., #2
PROPER LUBRICATION SELE CTION
BY ELDON MCFARLING
(Continued from page 3)
oil. The consolidation of the
lubrication recommendations
into a single section for the
entire truck division makes it
just plain hard to understand,
and also difficult to be precise
for each individual vehicle. I
always recommend following
the information available from
the manufacturer of the particular component being used.
Where to get good quality lubricants will vary depending on
location, but suitable transmission lubricants can be found at
places where heavy duty oils &
lubricants are sold such as
transmission & driveline specialty shops, fleet oil & lubricant suppliers, farm stores,
truck stops, truck dealers, and
truck repair shops. Some transmission manufacturers have
developed specially formulated
synthetic oils for use in manual
transmissions, and transfer
cases. Availability of heavy
duty engine oil SAE 50 is very
good, and it is inexpensive.
Availability of straight mineral
gear oil (GL-1) is not as good,
and in some areas it may not be
available at all.
To sum this up, EP type gear
oils SHOULD NOT be used in
manual transmissions, or transfer cases. Gear oils containing
EP additives are recommended
for all driving axles however.
Both GL-4, and GL-5 gear oils
are acceptable for Dana/Spicer,
and other makes of axles used
in IH Scouts, and Light Line
vehicles.
There are certain applications
that do require different, or
unusual fluids, and the manufacturers recommendations
should always be closely followed. This is especially true
for late model trans-axles, and
transmissions. Some transmissions use a facing material on
the synchronizers much like the
clutch plate material that is
used in an automatic transmission, if the wrong lubricant is
used the transmission may not
shift properly.
For this discussion I would like
to focus on what is required for
transmissions & transfer cases
used in IH Light Line vehicles,
and Scouts built from 1960 thru
1980.
There are 6 API classifications
that are used for designating
the various types of gear lubes.
These classifications were
adopted in the mid 1960's. The
classifications are GL-1 thru
GL-6, the major difference in
these is the amount of "EP", or
Extreme Pressure additives
used for each one.
GL-1 = Mineral Gear Oil
GL-2 = Very Mild EP Gear Oil
GL-3 = Mild EP Gear Oil
GL-4 = Medium EP Gear Oil
GL-5 = High EP Gear Oil
GL-6 = Very High EP Gear Oil
The classifications most commonly used are GL-1, GL-4 &
GL-5. The only classification
that does not contain any EP
additives is GL-1. Extreme
Pressure additives are necessary when gear teeth are heavily loaded, like they are in driving axles. Engine torque is
multiplied by the transmission,
and transfer case, so the load
on the gear teeth in the axle is
very high. EP additives make
the gear oil very sticky, and a
coating from the additive is
formed on the tooth surface
that prevents metal to metal
contact under high tooth load
conditions.
Transmissions & Transfer
cases do not have the high
loads on the gear teeth, most
have helical type gearing which
has several gear teeth meshed
at the same time, and since the
input torque is less the pressure
applied to the gear teeth is not
as high, and is carried by several teeth at the same time, so
the Extreme Pressure additives
are simply not required. In
order for the oil to reach areas
between gears, and shafts a
lighter oil is also required.
Another function of the lubricant is to carry heat away from
gears, so an oil that flows easily is essential. Another consideration is the ability of the
lubricant to flow at extremely
cold temperatures. Gear oils
can make shifting difficult in
cold weather.
Here's what I would recommend for axle lubricants in
order of preference:
Gear oil meeting GL-4 requirements, 80w90; Gear oil meeting GL-5 requirements,
85w140. Synthetic gear oils are
also acceptable. For limited slip
differentials a friction modifier
additive should be used.
For manual transmissions, and
transfer cases: Dana/Spicer,
New Process, Warner, IH T34,T- 35, & T-36; specially
formulated SAE 50 transmission oil, heavy duty engine oil,
SAE 50, or aircraft engine oil,
SAE 50; Straight mineral gear
oil, GL-1, SAE 80, or SAE 90;
IH T-494, T-495, T-496:
SAE 10-30, or SAE 10-40
multi-grade engine oil (no substitution). A zinc additive
should be used to prevent excessive shift fork wear. Synthetic oils are acceptable for all
transmission oils.
My $.02, find a farm store,
truck stop, or other oil supplier
that has 50W engine oil, buy a
5 gallon pail so you have some
on hand, then drain, and refill
your transmission & transfer
case annually. This is probably
the best preventive maintenance that you can do.
I n te g ri t y & Ho n es t y
Page 7
W O U L D YO U D O T H AT T O A ‘ 6 6 M U S TA N G ?
BY COLIN RUSH
Ron Carpenter wrote:
slow over bumps, ruts,
“Colin, as a owner of a 350
creeks, and hills, and who
powered Scout II, I can say
wants something that will
this, The 350 out performs
not break down, or break the
my old 345 not just by a
bank at the gas pump. . . .
little but by a bunch. Also,
my next Scout project will
Kevin Duthie wrote:
be GM powered. I'm not
“Colin, I sorry but I disagree
slamming the 345 or any IH
with you. I run a Chev 350 in
motor, I still use a 345 and
my scout. It does better on
392 and a lot of my friends
the trail than it ever did with
are diehard IH guys. When
the IH mill. I have nothing
my 72 Scout's engine went
against the IH mill, I just
bad I simply could not see
prefer the Chev motor. Have
spending the 3 to 4 K to fix
you ever driven a Scout II
it. This conversion has alwith a Chev motor? I really
lowed me to keep driving
don't give a rip about your
while enjoying the benefits
assumptions . . . , what
of much better performance
counts is real world experiand mileage. Your lame
ence.”
response is typical of someone who has never
driven a 350 Scout II.”
His first thought was to drop a Chev
have a rebuild at about 105
K.
How can you dispute quality
of manufacture, when the IH
had better metal in its blocks
(they are harder than granite,
which is part of why they
live so long) and used better
castings (I have seen a lot of
Chev rods with the end bores
eccentric with the casting,
whereas I have not with the
IH). IH designed its motors
for industrial applications
and field maintenance, while
the Chev motor was designed as a car and light
truck engine first. Form
follows function.
Look, the man wanted
an opinion, and he got it.
small-block in it. Why the Homer Simpson What I was trying to
It makes perfect sense
figure out is why he was
"Chevy goood, IH baaaad" routine?
to me that a larger enthinking of yarding the
Between my brother's ‘72
gine would have higher
stock engine before he even
Scout II (78 345 with bepower output, but that item
knew whether it was bad.
tween 70 and 95 K miles, 74
was quoted to me by my
His first thought was to drop
front axle and front and rear
engine shop, so I tend to
a Chev small-block in it.
brakes, T-19 trans, 3.73
believe them. . . . My main
Why the Homer Simpson
Dana gears, Saginaw power
point is simply that I see no
"Chevy goood, IH baaaad"
steering, 32-inch tires) and
advantage in putting a Chevy
routine? If a guy has a probmy best friend's ‘69 Chev
motor in a Scout. If a guy
lem with the Scout engine,
pickup (‘76 350 Chev with
wants a Chevy, there are a
then why buy a Scout? It is
between 75 and 90 K miles,
ton of their trucks out there
akin to the woman who finds
T-98 trans, 3.73 Dana, gears,
already. At the very least, it
her perfect man, and then
Saginaw power steering, 32shows a lack of imagination.
spends the next 10 years
inch tires), I had numerous
Why be a sheep and follow
trying to change him and
opportunities to drive them
the rest of the herd? Like the
grousing about what a noboth and compare. Neither
ad says, 'Scout leads the
good lout he is. If you do
got better mileage, neither
way', and it did it with its
not like it, why get married
had a significant weight
own motor. If a guy wants
to it? If you get a Chevy
advantage, both had the
to do a transplant, it ought to
vehicle in the first place,
same gearing; and yet, the
be because the new engine is
then you do not have to
Chev never did as well at
better in terms of torque, fuel
spend time and money
low speeds as the Scout. I
economy, reliability, or
changing it. Plus, if you get
could motor in first gear with
something. The small-block
a Chevy rebuilt for your
the Scout at engine speeds in
Chev offers none of these
Scout (or Jeep, or Bronco)
the range of 400 to 600 rpm
things. Chevs are great if
for less, but spend a bunch of
with no problem, while the
you want to a low-buck momoney on adaptors, having
Chev could not take it that
tor to race with or a cheap
motor mounts fabricated, not
slow. It did not have the
street motor, but for the realow-speed torque. That is
sons I mentioned, IHC moabout as real-world as it
tors are great for the offcomes. Years later, the Scout
roader or truck owner, who
is still running (150 K miles)
owns an already heavy truck
while the Chev motor had to
to haul heavier things or go
We Did It Again Ed., #2
Page 8
BUMPER TEST
BY JACK C. CAMPBELL
It’s a strange world we live in.
Corporations can absolve debt by
moving it into partnership
accounts, and insurance companies
can change the value of the dollar.
Picked up a prescription lately?
Felt those 20s in your wallet
cringe. Not to worry. Insurance to
the rescue. With insurance at work,
a pill you wouldn’t pay 25¢ for can
cost $10. $200 becomes $50. You
pay the deductible and you are on
your way.
Insurance monkey math is at work
in the auto repair business too. The
Insurance Institute for Highway
Safety conducted a test this winter
to evaluate repair costs of topselling SUVs when involved in a
low-speed crash. One look at the
absence of bumpers on Baja 1000
racers will tell you contemporary
bumpers are useless anyway, but
we won’t get into that just this
minute.
After four tests for each 2002 model
impacting a barrier at 5 mph here’s
what they found—
Jeep Liberty: $5,667 in damage; Ford
Explorer: $5,432 damage;
DaimlerChrysler’s Dodge
Ram:$3,843; and best of the bunch,
Chevrolet TrailBlazer: only $2,445
damage.
Ford was quick to make a statement,
“These tests by the Insurance Institute
are conducted to determine cost
estimates to repair damage incurred in
low-speed bumper impact tests and are
not related to safety.”
Yeah, I’m with you Ford on that, but
what torques my brain cells are the
figures, man! I understand that in
modern-day terms we are talking about
essentially disposable objects with lots
of cosmetic fiberglass and plastic doodads that where never intended to be
replaced long-term. And, someone has
to get paid to butt-fit new plastic to old
on these disposable objects in a
brightly lit shop with lots of
expensive tools, hoists, compressors,
and possibly health benefits. So, you
hand over a rational sum of $250,
maybe $500, your insurance
company stirs it and it magically
becomes several grand.
Personally, I’m more comfortable in
a world where even a rare stock
bumper can be had for $250 and,
that $250 doesn’t turn into anything
else. And, the bumper will actually
do what it was intended to do. It’s at
the ready should shopping cart, unnoticed tree, or plastic SUV comes
my way. The bumper does not
assume that the vehicle behind it is
disposable. Neither do I.
I’m content, maybe even a little
smug, behind the wheel of my
International with steel to the front,
and steel to the rear. Driving in a real
vehicle with real values.
P OW E R S T E E R I N G F O R 8 0 0 S
BY SEAN SHEPPARD
(Continued from page 3)
Yes, I’ve done this. I used a regular old Scout II power steering
box and pump, with a tilt Scout
column (same as GM). I used a
stock SII pitman arm , though
there are many to choose that
work on that sector shaft spline
pattern. I was able to use the
stock arm because I also put in a
disc-braked Dana 44 from a ‘76
SII at the same time, reverse
shackled and spring over with SII
front springs.
Greg Herman wrote: “I take it
the Saginaw box from the Scout
II bolted to the frame holes without any further ado?”
If only it were that straight forward. First off, the 4 cylinder
Scout frame steering boxes
mount on the inside of the frame,
but not to the frame itself. There
is a C-bracket that is welded to
the frame, with the open side
facing the inside of the frame rail,
and that is what the stock Ross
box mounts on. I just cut that off
with the torch, as it was in my
way, then ground the frame
smooth on the inside.
I subsequently determined the
position and angular orientation
that I wanted/needed for the box,
and punched the frame to mark
the hole locations. Then, I cut
some pieces of small box section
to the length that “just” fits
snugly across the width of the
inside of the frame. The box
section was small size, just
enough to accommodate 1/2”
bolts. I then patiently put each of
the 3 lengths down inside the
frame, aligned with the holes I
drilled, put a bolt through and
tightened a bit, then reached
down the frame with a long
welding rod and tacked the box
sections in place, all three of
them.
Obviously, the tacks are only
there to hold the box section in
place should the steering box
bolts ever need to be removed—
no loads on them other than that.
The box section sleeves are, of
course, to prevent the web of the
frame from collapsing when the
bolts are torqued down for the
box.
I did this “before” welding in the
front crossmember, as it would
have been impossible afterwards
since the front of the frame was
sealed off.
* * *
Editors Note: Sean is willing to
answer specific questions regarding this conversion at:
[email protected]
Additional information and
variations of this upgrade can
also be found at:
http://www.binderbulletin.org/
faq/17.htm#5, and
http://www.binderbulletin.org/
faq/17.htm#8
For those without Internet access, copies will be made available at IHSTO meetings.
Page 9
I n te g ri t y & Ho n es t y
Garage Sale
Wrap Up
In case you weren’t there, the March
16th Garage Sale to raise funds for
IHSTO was a success. Power tools,
electronics, furniture, clothes, books,
videos, and camping equipment
quickly filled the seven tables, floor
and entrance way of the Louden’s
three bay garage. Thanks goes out to
the Donnelly’s, Weise family, the
Paradis’, the Kemps, Terry
Davidson, Steven Beals, Dan Hayes
and Christine Wood, and James &
Mischel Dally (who drove down
from Brush Prairie on Friday night!),
and the Loudens for all your donated
goods.
We had fun at this part garage sale
and part social. Outside, the weather
was bitterly cold, wet, and nasty.
Inside, we gathered together at
8:00am with fresh hot coffee in hand
over donuts and croissants and sat
around the welcome heat of a wood
burning stove. The Louden’s garage
was not without creature comforts.
Between customers, the morning
quickly passed by as we sat together
next to the fire discussing all manner
of topics, reviewing Oregon trail
maps and off-road magazines, or just
simply watching Battle Bots on the
cable television the Louden’s had
there in the garage. A special thanks
is in order to Carl Weise, our
Treasurer, for making sure that
customers with money in hand
actually got waited on.
The cold morning wind turned to
sleet and hail of mid-day, but in the
garage Lisha Campbell had a nicely
simmered crockpot of chili at the
ready and Carla’s potato salad was
absolutely delicious. I was a little
distracted by the meticulous
craftsmanship displayed in Terry
Davidson’s 5-year project Scout, but
I did get around to eating.
A few more customers, pounding
hail, and a Godzilla movie later,
Steven Beals stopped by with a
PowerBook loaded with images of
his latest project: a 1961 Scout 80.
Steven still has a little more research
to attend to, but his latest acquisition
originally sold at an IH dealership in
Astoria. It may be one of the very
first Scouts sold in Oregon. His boltturning documentation of this ongoing restoration was intriguing.
Thanks Steven. The chicken pasta
salad you brought made a pretty
darn good afternoon snack as well.
(Continued on page 12)
RARE PARTS
BY COLIN RUSH
(Continued from page 2)
have the ability to manufacture in-house just about any steering and suspension part that you may need.”
When they design a new part, they start with brand new forgings, and modify them to fit an application and
add them to their inventory. He told me that all parts that they offer meet and usually exceed OEM
specifications; and a full testing facility backs parts manufactured by Rare Parts with a limited lifetime
warranty. They will sell or build components for any car, truck, 2wd, 4wd, import, or domestic from the
1930’s to the current year. They have 3 warehouses in Stockton, California, and stock over 1 million parts,
so 99% of their ordered merchandise is in stock and ships the same day it is ordered. Below is a partial list
of their offerings for International Harvester.
1968
1972-77
1972-77
1974-75
19751974-75
1971-75
196 –75
1974-75
1974-75
1974-75
1974-75
1956
1968
1970
1969-75
1969-75
1966-72
1966-72
1966
1973
1973
1970
1974
1966
1974-75
1972-75
1970-71
1970-71
1970-71
1973-75
International Scout Drag Link, long end with tapered hole, can use RP25949 for the long end,
reuse the sleeve, and use an RP25569 for the short end.
**Need the customer’s sample to verify that these parts will work.**
International Idler Arm Bushing
18062
International Lower Control Arm Bushing
16694
International 100 Series Center Link
27830
International TravelAll Center Link
27830
International 200 Series ¾-ton 2WD Center Link
27292
International International TravelAll Center Link
27293
International TravelAll FA-8/9 Inner Tie Rod End
25519
Other side non-wear part
International 200 Series Outer Tie Rod End (Shorter)
27321
International 200 Series Outer Tie Rod End (Longer)
27322
International 1100 Series FA-6 Axle Control Arm Bushings (Big)
16694
International 1100 Series FA-6 Axle Control Arm Bushings (Small)
15127
International 1100 Series 1 ½-ton Power Steering Tow Truck Drag Link
27811
International TravelAll 1200 Series Manual Steering All Wheel Drive ¾-ton Drag Link 27812
International 1200 Series 2WD Drag Link
27811
International TravelAll FA8/9 Axle “ Outer Tie Rod
25439
International TravelAll FA8/9 Axle “ Tie Rod Sleeve
25522
International 1100-1300 Series 1-ton 2WD (Long) Drag Link End
27821
International 1100-1300 Series 1-ton 2WD (Short) Drag Link End
26700
International 1300 Series 2WD with FA-10 Axle Drag Link
27901
International 1310 Series 1-ton, Dual Rear Wheels, 2WD, Power Steering
27823
International Loadstar 1600 Drag Link
27863
International 1700 Drag Link
28038
International S-1600 2WD Drag Link
27876
International 1200 Series ¾-ton 4x4 Adjustable Drag Link
27768
International 150/1100 Series 4x4 Drag Link
27775
International TravelAll Power Steering or Manual Steering 4x4 Drag Link
27767 or 27768
“Pitman Arm to Steering Arm 3500 LBS Front Axle 4880 LBS Rear Axle”
International Scout 800 Series 4x4 Pitman Arm
20995
International Scout 800 Series 4x4 Pitman Arm Stud 1” Ball
28159
International Scout 800 Series 4x4 Drag Link
28158
International Metro Van/1210 Series Drag Link
27783
Rare Parts has a website at www.rareparts.com; and if you want
to see their current catalog, go to www.catalogs.google.com, and
type in “Rare Parts Inc.”. All of their regularly stocking items
are listed there. If a part you need is not listed, call 866-7278740 for a dealer near you, or fax your needs to them at 209-9482851, or call them direct at 209-948-6005. You can also e-mail
them at [email protected] with your specifications. The
owner of Rare Parts is a man by the name of Lyle Burgess. You
can go online at www.driveonline.com to ask him pertinent
questions about steering and suspension issues.
Rare Parts, Incorporated; 621 Wilshire Avenue, Stockton, CA, 95203
Fax: 209-948-2851, Phone: 209-948-6005, Internet: www.rareparts.com,
E-mail [email protected]
Comments? E-mail me at [email protected]
Page 10
New Resource for
Club Members:
IHSTO
Classifieds
You spend $1.25 twice a month on
Truck Trader. You collect Nickel
ads. You subscribe to Hemming's
Motor News. You peruse the
Classifieds in every local paper.
What do you have? Maybe a
handful of parts and International's
for sale? Before your thumb even
leafs through the pages, you hear
yourself say, "Let there be
something new!" And local!
How long has that fuel pump, dash
plate, bench seat, valve cover, 304
core, or 17 inch steering wheel sat
in your garage? Are the neighbors
complaining about that body sitting
on its rockers at the curb? You told
yourself you would get around to it-years ago. Or, after years of fun
and rebuilding, you are ready to
pass that Scout of yours on to a
new, IH-friendly home.
Terry Davidson, Jim Dally, and Jeff
Nemish have stepped forward to
produce a printed, monthly
classified that is uniquely our own.
If you are selling vehicles or parts,
or looking to buy, this will be your
ultimate resource. Turn those spare
parts into cash. Get axles
underneath that body. Get ready to
prime a new, straight, quarter panel.
Or, sell your project Scout to
someone that will care for it.
Your free notice to buy or sell will
reach a local, targeted audience that
is both devoted and enthusiastic.
Every month, Terry, Jim, and Jeff
will present an updated listing at our
first Thursday meeting. We will be
asking a cover price of $1.00 which
will go into the general club fund.
You have to attend the meeting to
get your copy. But, your listing
could not reach a better crowd.
Submit your notice to buy or sell to:
Email [email protected]
FAX 503-538-6340, or
Call 503-852-6030
Jim Dally: [email protected], or
Jeff Nemish
[email protected]
You may also mail your
submissions to
IHSTO Classifieds
29601 NE Putnam Rd.
Newberg, OR 97132
We Did It Again Ed., #2
WHY I LOVE MY
SCOUT
HOW I SURVIVE AN IH HUSBAND
BY LISHA CAMPBELL (& TURTLE)
BY CARL WEISE
Once the club was off the
ground, Jack and I would
happen upon different
Internationals that were looking
for new homes. I could see him
smiling at the possibility of
saving another IH, and I had to
start putting my foot down. I
still have to remind him we
don’t have the means to save
every one of them.
nurseries use to transport flats. I
was working in the yard at the
time. Next thing I know, he has a
can of Krylon in his hand and is
proceeding to spray the bare
metal of the rack red. I put down
my leaf rake and asked him what
he planned to do with this old
cart. He replied, “I’m going to
use it in the garage to hold
parts.” He looked excited and I
had to smile.
Jack also has come to the
conclusion that the colors red,
black, and white should be
used whenever possible. For
example, he salvaged a tall,
rolling plant rack, the kind
I know that being a part of
IHSTO, saving what
Internationals we can, and
joining with others who have this
affliction, is something Jack and
I can do side by side.
(Continued from page 5)
(Continued from page 4)
Scout it is very, very unique. I
love getting the double-take
when I tell people it is a diesel.
I love telling people I drive a
Scout. I love getting the reaction, “What’s a Scout?” or “A
Scout? Man those are great
rigs.” I love the fact that I can
go just about anywhere and
take all my friends, all their
stuff, and more with me. I love
being loud, big, and pushy.
Most of all I love being a part
of something. I love being a
Scout person and consider it an
honor to be known as one!
WOULD
YO U
BY COLIN RUSH
DO THAT TO A ‘66 MUS TA NG?
(Continued from page 7)
to mention the time out of your
already limited free time,
where is the savings? I am not
dissing your truck Kevin. I
have seen it, and it is a nice
piece. My roommate has a
sand rail with a 400 Chrysler
engine, a 727 motor home
tranny, and frame rails from a
mid-30's Dodge automobile.
Everything else is fabricated or borrowed from
something else. While his
is a nice piece too, I
would not say that he has
a Dodge, and I would not
say that your Scout is a
Scout anymore. If the
first guy wants a Chev
motor, then why not buy
one of the ‘kajillions’ of
Chev trucks or Blazers or
Jimmies out there. It would
take less effort, and less
money. I like Scouts because
they are Scouts. I wish I didn't
because I would have spent a
lot less time over the years
scrounging up parts and knowhow to fix things. If I had a
Chevy, there would be 250
aftermarket sources for new
weather-stripping, new door
switches, replacement body
panels, tops, hi-performance
tranny parts, aluminum heads,
new interior, etc.. For the kind
of money my brother spent on
his Scout just making it run
and look good, I could have
restored a Blazer to like-new
condition. I am speaking for
the many folks I have spoken
to over the years at swap meets
and car events who expressed
dismay and indicated to me
that they were tired of seeing
trucks or cars with Chevy conversions, when there was nothing wrong with the original
motor.
I warrant that he has a vested
interest, but Ernie Bisio would
be the first to tell you that IH
motors are the best. I do not
think you will find a more
ardent supporter than him,
even among the rest of the
Light Line dealers. Do you
think that a Chevy Club or
Meet would allow you to
join or show your truck in
any of their events?
Some of you may not
agree with me, but I am
not the only one who
feels this way.
BTW, if you are spending 3-4 K on a rebuilt IH
motor, you are paying
too much. For a stock
345 or 392 rebuild, it is
approximately $1900,
and only about another
150 for a performance
cam installed. Warranty is 3
years and unlimited miles
and parts, 1 year or 12000
miles on labor; and that is
upgradeable if you wish for a
surcharge. You can get more
custom stuff done, but cost
will depend upon what you
want done. Call 1-800-8291276, ask for Lyle.
I n te g ri t y & H o n es t y
Page 11
MOLALLA HILLS SNOW RUN
BY DAN HAYES
C.B. checking how
everyone was doing.
The road had several
water bars dug in it
to help contain water
run off but also made
for some good articulation. Everyone
made the climb flawlessly. Now at our
highest point, the
snow being 12 to 18
inches deep, we
began the crawl back
The air was cold and
crisp as I watched
the Scouts roll into
the Safeway parking
lot. Our breath hung
heavy in the morning
air. Winter was on
and we all knew it.
This made the perfect backdrop for the
first annual International Scout and
Truck Owners snow
run.
The rigs slowly trickled in one
by one that December 2nd
morning. Some faces familiar,
others new. IHs of all shapes
and sizes. The Loudens and
their gray Scout 80. Rick Shelburg from Granite motor sports
in his awesome 75 Scout II.
Even Joe Renhard in his beautiful ‘74 3/4 ton pickup was there.
I knew the day was going to
come together now.
After all the stragglers had arrived we lined up for a group
photo. We counted and counted
again. 13 IH’s all in a row. It
was unbelievable. Never in my
wildest dreams had I thought
that we could ever bring this
many like minded people together. The sight was amazing.
With all the photos and drivers
meeting out of the way, we were
off.
Not 2 minutes on the road, we
pass Steven Beals. A flat tire
kept him from meeting us at the
meeting spot. Little did we
know he was only a
mile away from us.
Jack Campbell was
the good Samaritan
that stopped to help.
The rest of the group
stopped just outside of
Molalla to wait for the
stragglers.
On our way toward
the snow covered
foothills above
Colton. We made a
brief stop in Colton to
let the group bunch back together. Now, the climb begins.
Not long and we are on a gravel
road pointing us to the heavens.
Snow on the tree tops above us
gives a small glimpse as to what
lies ahead. We broke out of the
trees one last time before we hit
down.
The road slowly transformed
from graded gravel road to
tight tree lined trail. We all
carefully picked our way down
the slippery hills. With only
one small mis-hap and that was
quickly taken care of.
The limbs of the fir trees hung
heavy with weight of the winter snow. As our tops would
bump them big poofs of snow
would fall on us. Everyone in
the group was doing their best
to keep their IH pointing in the
right direction. Finally arriving
at our determined cookout
spot.
the deep snow, so I figured now
was a good time to stop.
We talked, took more pictures,
and locked the hubs in for what
lies ahead. The grade became
steep and completely covered in
snow. I was constantly on the
We circled up the wagons and
Dan went to work building a
camp fire. The group used the
fire to its fullest potential.
Cooking hot dogs and keeping
warm being the main two.
Bench racing and scout facts
made up a majority of the afternoon’s conversation. Some
light wheeling and showing off
rounded the day off.
After some regrouping and goodby's we head out.
The drive home was
nothing but pavement and and a perfect ending to a perfect day. With the a
rear view mirror full
of memories all we
could do was look
forward to the next
outing.
IHSTO Steps To
The Plate to Save
The Rubicon
Information packets handed out at
the March Meeting detailed the
pursuit of a number of
environmental groups attempting to
close the Eldorado National Forest
in California to recreational
vehicles. There are many trails in
the Eldorado Forest, not the least of
which is the fabled Rubicon. As
insidious as rust in old sheet metal,
these kinds of legal actions in the
name of the environment spread
like cancer. It is the intention of
International Scouts & Trucks of
Oregon to join with other off-road
organizations in fighting this attack.
By helping our neighbors, we, in
turn, help ourselves and protect the
wonderful network of off-road
opportunities we now tenuously
enjoy.
As a group, we collected $117.00.
* * *
From: "Del Albright"
<[email protected]>
To: "Bill Thebert"
<[email protected]>
Sent: Saturday, March 16, 2002
4:05 PM
Subject: IHSTO
Hi Bill, I just received a nice
donation from the International
Scouts and Trucks of Oregon
(IHSTO). As they did not send an
email address, I figured I would ask
you to forward this to their club
thread on the Binder Bulletin.
TO: IHSTO:
Thanks folks, for your generous
donation to the Friends of the
Rubicon and for your support and
encouragement in general.
We're gonna keep that trail open
and alive and it's clubs like yours
that make the difference. Thanks
from all of us. You're among
friends.
Del
Del Albright
Trail Boss, Friends of the Rubicon
(FOTR)
Moderator, FOTR Email List
BlueRibbon Ambassador
Page 12
We Did It Again Ed., #2
PACIFIC NW TRUCK SHOW
Garage Sale
Wrap Up
(Continued from page 9)
Brett Kemp stopped by shortly
thereafter. I believe his wife
grabbed up every Star Wars novel
we had. How many was that?
Eight? Nine? In any event, Carl
had to go for the sacks so she
could carry them away, and I think
I overheard her saying something
to Brett about putting in a new
shelf. Thanks guys for your
support.
Christie Wood, don't think we
didn't notice you. You are
officially invited to any party we
might be having. Good to see you
even if you were on a mission
looking for Mr. Hayes. Hugs to
you both.
The 4:00 quitting time came too
soon and we began to pack all the
remaining donated goods away.
Everything that didn’t sell will be
held for a future garage sale. I
would spend a lazy Saturday like
this again anytime!
Oh, did I mention we made
$250.00! Great sale everyone.
On Sun, 6 Jan 2002
Craig Vogel writes:
I am responding to your request
regarding the International
Trucks and Scouts of Oregon
participating in the Pacific NW
Truck Museum Truck Show on
August 24. In a word, YES! I
apologize for not responding in
time for your January 3 meeting, but I did not receive your
email until January 6. I am
replying for the Truck Museum, and cannot speak for
Antique Powerland's Steamup
shows.
The Truck Show is open to all
antique and working trucks.
We generally register about
150 trucks, with an even split
between antique trucks of all
makes and descriptions, and
big Class 8 commercial trucks.
While we don't keep close
count of public attendance, we
estimate about 4000 people
attended our show last year.
Registration is $5 and includes
a dash plaque, admission to the
Museum and grounds, and a
'goodie bag'. Show hours are 8
AM to 4 PM. After 4 PM we
host a BBQ steak or chicken
dinner which costs $16. Every-
one is invited to the dinner,
though dinner reservations
must be made in advance.
Each year, we feature a specific
type or brand of truck, for 2002
we are featuring Kenworth.
However Internationals are still
welcome! We have featured
International trucks in the past
and are likely to do so again in
a future year. Last year we
featured Orphan Trucks, and
the Studebaker Driver's Club
sent 7 Studebaker trucks.
We welcome both restored and
unrestored trucks. We have
even had 'projects' hauled in on
trailers, as some people find the
'before' condition just as interesting as the shiny restorations.
We encourage original trucks,
and there are very few modified or hot-rodded trucks displayed. I don't recall seeing
Scouts displayed before, so that
would be a new and welcome
addition to our show. There are
about 4 or 5 K and KB-series
Internationals that have shown
up sporadically over the years.
We have not formalized the
plans for this year's show, nor
have we generated our advertising literature yet, so I cannot
provide you with more details at
this time. The Truck Museum's
website,
www.pacificnwtruckmuseum.org
will have our advertisement posters, show pre-registration form,
and dinner reservation tickets
order form as soon as they become available, so check there
periodically. You can also look
at photos from past truck shows
at our website.
Thank you for your interest in
participating in the Pacific NW
Truck Museum Truck Show. We
are looking forward to your
club's participation.
Regards,
Craig Vogel
Treasurer
Pacific NW Truck Museum
PS: I own several International
KB-series trucks myself: 1947
KB-6 flatbed, 1949 KB-6 dump
truck, 1947 KBF-8 logging
truck, and a 1948 KBF-11 semitractor. The Truck Museum's
president has just started restoration of a 1937 D-5 gasoline
S U N DAY , 6 : 3 0 P M , M AY 2 8 T H , 1 9 3 9
BY JACK CAMPBELL
In 1935, Ernest J. Bisio worked on
the staff of the Milwaukee Union
High School Yearbook. The 17
year old Junior needed to sell ads
for the yearbook and found
himself confronting a man by the
name of Mr. Brennen at the local
Ford Dealership, Brennen Motor
Cars. “Son, I’ll make you a deal,”
Mr. Brennen says. “I’ll buy a halfpage ad from you, if you help me
sell a brand new car.”
This set the young Bisio’s mind in
motion and 2-3 days later while
delivering the Oregonian he
happened upon a Mr. Jones Smith.
Mr. Smith owned a 1924, 4-door,
Chrysler sedan. 1935 marked a big
change for Ford when it
abandoned the suicide door
concept and lengthened the front
and rear spring base improving the
ride characteristics of their
vehicles.
It was a compelling time to buy
and Mr. Smith indicated that he
would visit Mr. Brennen. The next
day Ernie “ran like a deer” after
school to Brennen Motors and
introduced Mr. Smith to Mr.
Brennen. To make a long story
short, Mr. Smith got a new car and
Ernie got a half-page ad out of Mr.
Brennen.
When not going to school, Ernie
participated in his family’s farm
produce business. One day, while
he was washing radishes, Mr
Brennen stops by asking Ernie if
he would do some interpreting for
an Italian couple that wanted to
buy a car.
Another sale. Pretty soon Ernie
was demonstrating cars on his
own at Brennen’s and sold two
then three more cars. “Gee, this is
great! Better than packing lettuce.
This is for me.”
Ernie almost didn’t graduate in
1936. He was working around the
clock: delivering papers at 3:00 in
the morning; packing his family’s
produce truck that his brother
drove before 6:00 am; going to
school; and spending his evenings
at Brennen Motor Cars. That May
of 1936, he sold 12 new Fords.
(Continued on page 14)
I n te g ri t y & Ho n es t y
Page 13
CALENDAR OF EVENTS SPRING 2002
DATES ARE PROVIDED BY EVENT SPONSORS, AND ARE SUBJECT TO CHANGE.
TO SAVE FROM DISAPPOINTMENT, CALL B4-U-GO.
(ALL EVENTS ARE EITHER GENERIC EVENTS, OR APPROPRIATE FOR IHC, 4X4, FARM, OR SIMILAR VEHICLES.
ANY SHOWS OR EVENTS THAT ARE BRAND-SPECIFIC AGAINST IHC {FOR EXAMPLE, VW OR GTO-ONLY
EVENTS}, OR ARE NOT CAR-INCLUSIVE {SUCH AS MODEL SHOWS} HAVE BEEN EXCLUDED.)
**April 4th, Woodburn, OR: 9th
Monthly Meeting of International
Scouts & Trucks of Oregon. Chu’s
Restaurant, 7:00pm on 99E
April 5-7, Portland, OR: Annual
Portland Swap Meet at the Portland
Exposition Center, sponsored by the
Portland Swap Meet Commission
and regional car clubs. Info: Swap
Meet Commission, P.O. Box 1395,
Wilsonville, OR, 97070-1395; 503678-2100 phone, or
[email protected] web. This is the
largest automotive-related swap meet
in North America, larger than Carlisle or Hershey; however, there are
not a lot of IHC vendors here. If you
want to clean out your garage, get a
booth and sell your vehicle, parts, or
whatever other household goods you
can carry. If it is here, it will sell.
** April 19-20, Tulare, CA: IHC
Western Regionals at the County
Fairgrounds, in conjunction with
the Antique Farm Equipment
Show and World Ag Expo, sponsored by Sierra Scouts and Scouts
West. Info: Mike Fiock of Mr.
Scout; 541-688-3232 phone.
**April 20, Roy, WA: Annual
Farm Engine & Tractor Swap Meet
at the Gordie Oakwood Horse Arena,
sponsored by the Antique Farm
Engine & Tractor Association. Info:
Steve Fromhold, P.O. Box 210,
Kapowsin, WA, 98344; 360-8795521 phone.
April 27, Eugene, OR: Annual
Show N Shine at the Willamette
High School, sponsored by the Bethel Boosters. Info: Marvin Stone,
4143 Jessen Drive, Eugene, OR,
97402; 541-688-4488 phone, or
[email protected] web.
April 27, Summerland, BC: Annual Okanogan Swap Meet at the
Summerland Arena, sponsored by
the Vintage Car Club of Canada
South Okanogan Chapter. Info: 213
Conkli Avenue, Penticton, BC, V2A
2T1; 250-494-2726 phone, or
[email protected] e-mail.
April 27-28, Great Falls, MT:
Annual Antique Auto Parts Swap
Meet at the livestock Pavilion, sponsored by the Pioneer & Classic Auto
Club Skunk Wagon Chapter. Info:
Henry Seeman, P.O. Box 454, Black
Eagle, MT, 59414; 406-761-8526
phone, or 406-452-6151 fax.
April 28, Corvallis, OR: Annual
Historic Auto Club Swap Meet at the
Benton County Fairgrounds, sponsored by the Corvallis Historic Auto
Club. Info: Leslie Wheeler, 1896
SE Powells Road, Corvallis, OR,
97333; 541-754-1918 phone, or 541752-6355 phone.
**May 2nd, Woodburn, OR: 10th
Monthly Meeting of International
Scouts & Trucks of Oregon. Chu’s
Restaurant, 7:00pm on 99E
May 4, Arlington, WA: The May
Hunt Swap Meet on N Olympic
Avenue, sponsored by the downtown
merchants. Info: Ken Countryman,
313 N Olympic Avenue, Arlington,
WA, 98223; Ken @ 360-435-0735
phone, or Mary @ 360-435-3466
phone.
May 4, Kennewick, WA: Annual
Tri-Cities Swap Meet at the BentonFranklin Conty Fairgrounds, sponsored by Ye Old Car Club. Info:
Millard Edwards, 715 S 54th Avenue,
West Richland, WA, 99353; 509967-9361 phone, or [email protected] web.
May 11, Portland, OR: Annual
Spring Classic Auto Exhibit & Gathering at SE 11th Avenue & Clay
Street, sponsored by Transmission
Warehouse. Info: 1016 SE Hawthorne Boulevard, Portland, OR,
97214; 800-444-4556 phone.
May 1, Eugene, OR: Annual Mothers’ Day Swap Meet at B&R Auto
Wrecking, sponsored by Emerald
Empire Late Great Chevy. Info:
P.O. Box 2232, Eugene, OR, 97402;
Steve @ 541-926-1641 phone, or
Jerry @ 541-746-4364 phone.
May 11-12, Okanogan, WA: Annual Swap Meet & Car Show at the
Okanogan County Fairgrounds,
sponsored by the Friendly OK Car
Club. Info: Hal Schukar, 48 Wagon
Trail Road, Tonasket, WA, 98855;
509-826-4631 phone or 509-8263154 phone.
May 12, Kennewick, WA: Classy
Chassis Car Show in downtown,
sponsored by the downtown association. Info: 124 W Kennewick Avenue, Kennewick, WA, 99336; 509582-7221 phone, or
[email protected] web.
May 18, Portland, OR: Cruise-In at
Jim Dandy Drive-IN, sponsored by
the Road Knights. Info: 503-6635213 phone, or 360-254-9296 phone.
May 18-19, Monroe, WA: Annual
Seattle Swap Meet at the Evergreen
Fairgrounds, sponsored by the Puget
Sound Early Ford V-8 club. Info:
P.O. Box 1836, Edmonds, WA,
98020-1836; 800-645-4997 phone.
This is a good general interest meet,
with a little something for everyone.
May 19, Auburn, WA: Show &
Shine at the Terry Home, sponsored
by the Eagles Lodge. Info: Mary
Norman, 2302 ‘R’ Street SE, Suite
101, Auburn, WA, 98002; 253-8335554 pone, or 253-630-7657 phone.
May 19, Olympia, WA: Antique
Fly-In, Drive-In, and Pancake Breakfast at the Parson Hangar of the
Olympia Airport, sponsored by
Olympia Reg HCCA. Info: Billie
Hyland, 6365 Lake Avenue, Lakewood, WA, 98499; 253-589-0911
phone, or <[email protected]> email.
May 19, North Bend, OR: South
Coast Swap Meet at the Pony Village
Mall, sponsored by the Myrtlewood
A’s. Info: P.O. Box 996, Coos Bay,
OR, 97420; 541-756-8425 phone, or
541-396-6664 phone.
May 26, Bellingham, WA: Maritime Antique Car Show at Boulevard
Park, sponsored by AARC & Bellingham/Whatcom C of C. Info:
Darryl @ 360-966-4490 phone, or
Bob Auld @ 360-734-7853 phone.
May 26, Yakima, WA: Annual Old
Car Show & Picnic at Ahtanum Park,
sponsored by the Yakima Valley
Early Ford V-8 Club. Info: Kent
Jaquith, P.O. Box 5, Buena, WA;
Kent @ 509-865-2481 phoen, or
Gary @ 509-452-4486 phone.
EVENTS LISTED WITH ASTERISKS (**) ARE RECOMMENDED
FOR IHC ENTHUSIASTS.
Next Issue:
Gear up for the
summer shows, as
we highlight The
Northwest Binders
Roundup and the
Pacific NW Truck
Show in Integrity &
Honesty.
S U N DAY , 6 : 3 0 P M , M AY 2 8 T H , 1 9 3 9
BY JACK CAMPBELL
(Continued from page 12)
A couple years pass. Ernie
continues working in the wholesale
produce business and getting in
“floor time” at the Ford dealership.
One afternoon, a young man,
approximately Ernie’s age, steps
into Brennen’s. He introduces
himself as Jack Jennings. He had
all of $100 to buy a car. After
consulting with Mr. Brennen, Ernie
sells Jack a 1929 Model A Roadster
for $110 and the two twenty year
olds talk.
will help weigh me down,” climbs
back into his boat and takes to the
water again.
Flopped on the dock like a wet
sack, Jennings worked on
resuscitating Ernie for an hour and
half, long after anyone else would
have given up. Later, Jennings
would say, “I got a good rhythm
going . . . .”
Jack’s brother, Stafford Jennings
owned a marina on the Willamette.
Ernie had in his possession a boat
and trailer, but didn’t get out with it
much because loading and
unloading took up too much time
for someone that put in his kind of
hours.
It wasn’t long before he had his
boat tied up on the water, paying
Staff Jennings $5.00 a month for a
moorage. On Sunday afternoons
you could find Ernie boat racing
with friends and having fun outside
of work.
It was Sunday, 6:30pm, May 28th,
1939, and Ernie pulled into the
moorage to refuel. He bought a
strawberry soda and a candy bar
from Staff as Jennings was locking
up for the evening. Ernie had a $5
bill but all Jennings had for change
was silver dollars and coin. Ernie
took the change saying, “Sure, they
and was heading to were he
believed Ernie went under. Using a
grapping hook and rope, Staff drug
the bottom for ten feet before it
went tight. Old wood. He drug for
25 feet more, the rope went tight
(Ernie thinks it was the rock), then
slack, then tight again. By a one in
a million chance, Staff hauled on
the rope bringing Ernie up. Ernie
had been underwater for twenty
minutes.
To this day, Ernie is unclear as to the
cause, whether it was a wave or a
submerged log, but he believes he
cracked his head on the side of the
boat before going overboard. He
remembers that first started gulp of
water entering his lungs as he
dropped to the bottom of the
Willamette with a pocket full of
change. As his feet touch, 45 feet of
water above him, Ernie deliriously
tries walking back in the direction of
shore. Soon, his foot strikes a rock.
He trips and finally lays down losing
consciousness.
By now Staff had a skiff in the water
Ernie survived, and eventually
opened his own dealership, Bisio
Motors. In 1967, a gentleman
enters the lot looking to buy a
Scout because he heard they were
reliable. Charlie Jasperson, just
retired from the harbor patrol,
recognizes Ernie, “Are you the guy
they pulled out?”
“I worked on the Willamette for
many years. We were called, but by
the time we got there, you were
dead-ass-dead. We knew Staff
wouldn’t revive you. We left, but
you made it . . . .”
And Ernie sold Mr. Jasperson a
Scout.