In November of 1960, the Willys Jeep got its first real competitor in the utility vehicle market: the International Harvester Scout 80.
For more than a decade following the end of World War II, Willys Motors had a market all to itself with the Jeep CJ, though it was a small one at the time. But in late 1958, a group of executives at the Motor Truck Division of International Harvester saw the potential for a Jeep-like vehicle with four-wheel drive—but a bit larger, with greater interior comfort and sufficient cargo volume for commercial use. Like a small pickup, in their conception. With impressive speed, the 1961 Scout 80 was introduced in November of 1960, just 24 months later.
Initially, I-H engineers studied U.S. Rubber Royalite or Goodyear plastic materials for the body shell, anticipating low tooling costs, but by July of 1959 they established that conventional steel stampings were the better bargain. The body design, a simple but handsome metal box, is credited to Ted Orcas, head of International Harvester’s Motor Truck styling department. The straightforward body could be fitted out as a roadster or a pickup, while a full-length top was also available.
In its basic layout, the Scout was much like the Jeep but with several significant differences. From the start it was offered in both rear-wheel drive (shown above) and four-wheel drive versions, with the 4WD version using much the same Dana-Spicer transfer case and axles as the Jeep. The Scout’s chassis was larger, sturdier, and more up-to-date than the Jeep’s, with a double-drop ladder frame manufactured by A.O. Smith, frame suppliers to the industry. At 100 inches, the wheelbase was still short by U.S. standards, but significantly longer than the 81-inch Jeep CJ-5. And the track width was nearly five inches wider, too, for greater road stability.
The Scout’s engine was one of the more ingenious parts of the package. Early prototypes used the same four-cylinder Austin A55 engine as the Metro-Mite, I-H’s light utility van. The BMC B-series four proved to be too weak and unreliable for the application, but the modest volume projections didn’t justify an all-new engine. So here I-H took some inspiration, we might presume, from the recently introduced Pontiac Tempest Trophy 4. Engineers amputated the left cylinder bank from International’s own 304 cubic-inch V8, creating a robust 152 CID inline slant four. The Comanche Four, as it was called, used the same tooling and 80 percent of the V8’s components, was good for 93 hp, and also went into the Metro-Mite van.
The Scout, declared International, was “a super-economy pickup . . .a snazzy sports roadster . . .a money-saving delivery unit.” We can see that here, the company was more focused on the commercial applications for the Scout. The recreational vehicle market would not explode for another decade or so.
In the meantime, the swift 24-month development program generated a vehicle that remained in production as the Scout (1961-1970) and Scout II (1971-1980) for 20 long years, all with the same basic package, and more than 500,000 were sold. The Scout story isn’t over yet. When Volkswagen acquired Navistar in 2012, the German carmaker also obtained the rights to the Scout name. As of this writing, Scout SUVs and pickups with battery-electric power are scheduled to go into production at a South Carolina plant in 2027.
Fascinating story. I always felt sorry for the Scout, had some mighty big shoes to fill. The Jeep was always there, through thick and thin, peoples lives were saved by a Jeep, driveways were plowed so we could get to school( dang) it was tough territory to get into. Splitting atoms which was better, I think motors aside, they both used similar parts. The Scout was a bit more( $1771) than the CJ($1550), and Jeep had the Willys dealers. IH trucks, I believe, were still a sideline for the farm equipment, they were in my area. I don’t recall many stand alone pickup/Scout dealers. Reading this, it should have been plastic. I’ve seen farm fields full of rusted Scouts, many driven to their demise. Not sure why someone would buy a Scout over a Jeep, I doubt many were sold in Toledo.
The story shouldn’t have ended here, and a major blunder on IHs part. While the pickup was extremely dated, last was 1974, it still had a king pin front end, a major restyle was needed. The Scout however, was ended in 1980, right when the SUV craze was gaining steam, and the Scout ll had a clear shot at it. It was a great truck,, but there in lie it’s fate. IH just could not shake it’s truck image, I remember one ad, the guy giving mom a ride in his new Scout ll, “but sonny, it’s a truck”, “no mom, it’s a Scout”. Didn’t matter, the plug was pulled to concentrate on the HD class 8 trucks, that were going great guns at the time. The 9670 cabover was a game changer. Too bad IH never figured on a certain 5 letter truck( Volvo) that decimated IHs class 8 business. Only now, I see, IH is making a comeback, of sorts. IH pickups only appealed to a select few, but it was the Scout that really put IH on the map. Put a dent in Jeep sales, for sure.
The new facility these people are investing heavily on, like $2 BILLION dollars worth, are banking on EVs being practical and people still want SUVs. Neither of which holds any ground in my book. A gas version would appeal to so many more, that use these, but EVs just aren’t practical.
A 172-day UAW strike in 1979-1980 along with offerings from both GM and Ford (Blazer/Bronco) were the principal reasons for the demise of the Scout. International Harvester lost so much money due to the strike that it could no longer remain competitive and had to exit the market for such vehicles.
As a teenager, I used to ride three busses to the IH facility to drive new Scouts to the dealership. When presented a Scout in far less than new condition, I phoned my boss and ended up riding the three busses back. My boss effusively appreciated the kid exercising some judgment.
The Scout was an instant success out west. I remember our local dealer reluctantly ordered five at first. They all showed up in two loads, and by the time the last two vehicles were unloaded they were all sold, and there were requests for more.
The dealer had to beg one of the buyers to leave his new Scout there to show of at the annual customer appreciation day.
As time goes on their popularity seems to increase. I work at an IH dealership, in a division that specializes in vintage IH truck parts. Calls for Scout parts are right in there and make up for a good share of our sales volume.
And the new Scout “Electrolux.” The powers that be obviously see something that no one else does because the majority of people who darken our doorway envision the new Scout with a gas engine and mechanical driveline. Personally, I told one of the reps that I’ll take one with a 3.3 Cummins diesel and a ZF or Dana driveline. They looked at me as if I was somewhat of a terrorist.
There’s going to be a PHEV version that’ll be the bulk of the sales. Im not sure if the gas engine will be physically connected to the wheels or basically act as a generator but in theory the latter would mean full torque available from a dead stop.
I can just imagine what the new German Scout will be like. Uni-body, no frame, front wheel drive and a bed just large enough to haul a small lawnmower. And anyway the truck will sit so high you will need a step ladder to load the bed. All of this for the super reasonable price of $35,000, $44K with options.
EVs are dead now that mandatory sales have been killed off. Most manufacturers are killing off their EV lines. The new scout would be interesting with an ultra efficient small bore twin turbo diesel, but not as an EV
Up until a decade or so ago, the local International truck dealer still used an early Scout 80 to plow their lot; it was blue with the cab top. Illinois winters killed many Scout 80s, 800s, and Scout IIs long before I was old enough to remember them on the road.
The infamous strike was certainly fatal to IH but the future of the Scout had already been written by then. Truck Group management had tried to find a way to keep Scout in the marketplace, even going as far as trying to find a company that would buy the entire product line from IH and continue building, but it wasn’t to be. The odds were not in their favor and some of the many reasons included: lack of dealer presence on Main Street in many communities, lack of funds to go around between Scout and the medium and heavy duty trucks, future emissions regulations that the IH produced gas engines would not be able to meet, etc.
They’re a beloved piece of IH history, though, and it’s good to see them move up in the collector marketplace.