By on April 28, 2015

12 - 1971 International Harvester Pickup Down On the Junkyard - Picture courtesy of Murilee Martin

I find quite a few International Harvesters in junkyards, mostly because I live in Colorado and the IHC Scout makes sense here. IHC pickups, though, aren’t as easy to find. We’ve seen this ’62 Travelette, this ’72, and this pickup-related ’71 Travelall in this series, and now I’ve found this well-used ’71 pickup in a San Francisco Bay Area yard.
03 - 1971 International Harvester Pickup Down On the Junkyard - Picture courtesy of Murilee Martin

I’m not sufficiently tuned in to the International Harvester world to be able to tell a 304 from a 345 V8 at a glance.

01 - 1971 International Harvester Pickup Down On the Junkyard - Picture courtesy of Murilee Martin

Looks like this truck made a trip to Garberville, hundreds of miles to the north of this yard, before something broke and it took that last tow-truck ride.

02 - 1971 International Harvester Pickup Down On the Junkyard - Picture courtesy of Murilee Martin

As long as a truck can still carry a load, it’s worth something. When it’s 44 years old and a type that doesn’t have a huge following, though… well, The Crusher awaits when it needs a major repair.

Apparently, IHC didn’t consider Dodge trucks as real competition back then.

No IHC ads here, but you can get a sense of just how long ago this truck rolled off the assembly line. 45 years of work for this machine.

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27 Comments on “Junkyard Find: 1971 International Harvester 1200D Pickup...”


  • avatar
    Hummer

    Damn, these are the trucks that make me hurt to see in the junkyard. That bed even in that condition is easily $1,000, beds and especially tailgates just aren’t out there. Problem is the people willing to pay for it are on the other side of the states, and that $1,000 isn’t exactly 1,000 any more. Mirrors don’t look too bad either.
    Could also be the 392, would have to look at the side of the block to see the cubes.

    IHC just got way too big for one company to handle, tractors in multiple combinations, light and heavy truck division, refrigerators/freezers, A/C window units, tools, cub cadet, random odds and ends (IHC kangaroo book holders made in AU anyone?). The prices on all of this stuff is getting rediculous. I’ve been watching 4 door pickups from the 1950s-70s go for 7k+ on eBay multiple times in the last few months.

    • 0 avatar
      Scoutdude

      A 392 would have had a 4bbl from the factory. Of course that does not mean that it isn’t a 392 that someone stuck a 4bbl manifold on. Of course it is more common for someone to swap a 4bll manifold on a 345.

  • avatar
    CoreyDL

    I have never seen an International pickup truck like this, in my life! I’d imagine they were all gone from the Midwest by the mid or late 80s.

    My grandparents still have a standard cab, long bed Sierra from 1980 or so. I don’t think it has a speck of rust on it at all. They keep it in their workshop garage, and don’t drive it a lot.

    Old Brown, she’s called. Looks like this!
    http://carphotos.cardomain.com/ride_images/1/2622/1881/6553440013_large.jpg

  • avatar
    Lack Thereof

    I always liked IHC trucks, for their ruggedness and novelty. But their run-on-anything low compression engines made them get lousy single-digit fuel mileage, even compared to other trucks of the day.

    When I was a kid, our summer camp had a 4-door long bed with dual tanks. It was nominally the maintainance crew’s truck, but the huge 4-door cab often got it pressed into service for field trips when the camp van overflowith. They could cram kids 5-across into the rear bench, with another 3+driver up front, but it drained those dual tanks with incredible speed.

    It was 2-tone, white on green, and I thought it was beautiful.

  • avatar
    Scoutdude

    There are a couple of ways to clue into what engine was originally installed in the truck. The first you have a picture of, the tune up spec sticker. Note the triangle punched next to the 345 column that was done in many years but not all. The data plate on the door jamb lists the HP of the engine which does correspond to the size. On Pickups and Travelalls the back of the glove box is another big tell, release the stop clips at the back and allow it to swing all the way open and you’ll find a mini copy of the Line Set Ticket taped to the back. That lists all the equipment the truck left the factory with.

    Now after this many years it would be entirely possible that the original engine has been replaced. With a Pickup it is easy to narrow down the engine size at a glance. It is clearly visible in the engine shot and that is the dipstick. The bracket that holds it to the head has two bolt holes. It the bolt is in the lower head it is a short deck engine, 266 or 304. If it is in the top hole it is a tall deck engine a 345 or 392. Assuming no one swapped intakes a 2bbl would indicate a 345 and the 392 would have a 4bbl.

    The for certain answer involves getting dirty and looking at the serial number bad on the side of the block which was stamped with the engine size, or taking a look at the portion of the head that overhangs the block or inside the valve cover area where the engine size is cast in.

  • avatar
    Jack Denver

    People here talk a lot about the Malaise Era but before that was the Static Era, especially for the smaller auto makers who could not afford to do much except change the sheet metal now and then. Even in the Big 3, who could afford to experiment with limited production vehicles, there were very few technological advances in their bread and butter products from the mid-50s (when OHV V-8s were introduced) to the 70s. What features did this truck have that would not have been available say 15 years earlier (aside from rudimentary pollution controls such as the PCV valve)?

    • 0 avatar
      Scoutdude

      Well this being a 1200 series (3/4 ton) it wouldn’t have been available but on the 1000 and 1100 series trucks (1/2 ton with either an IFS or I beam) were available with ASB or Anti Skid Brakes. Disc brakes were also popping up on some vehicles at the time though you would have to wait just a little longer to get it on a pickup and then initially on 1/2 tons only. Alternators were also something that was introduced in the mid 60’s that did not exist on 50’s and early 60’s cars and trucks.

      But yes there was a pretty static period as far as the basic technology was concerned.

  • avatar
    skor

    I wonder if the the tie-downs screwed to the outside of the bed are OEM? I can just see the lawyers salivating.

    • 0 avatar
      Scoutdude

      No they were not OEM but a very common addition to trucks of the time. I know I’ve got a 70 with similar hooks in a similar arrangement. I’d have to go and look but they may very well have been available in the IH Neccesories catalog which had parts to outfit your truck with things to make it better suit your needs, or that you may have neglected to order with your truck.

  • avatar
    Scoutdude

    It is true that IH didn’t see Dodge as their target for conquest sales. Fact is that in some years IH was #3 in pickup sales. Additionally when you target your competition you go directly after the biggest competitor(s) for better results. Do you want to take 10% of sales from the companies with 60% of the market share or 20% from the company with 15% of the market share.

  • avatar
    a1veedubber

    My 69 1200D is salivating. Rust free parts (or any parts for that matter) are pretty hard to come by in Iowa.

  • avatar
    Jimal

    When I was looking for a truck project, an International was at the top of my list. Unfortunately, as other people have mentioned, they didn’t make many of these. And the ones they did make were mostly worked hard and put away wet, like any good truck should be. I ended up with a ’65 Chevrolet K10 stepside instead. Neat, but not International neat.

  • avatar
    Jeff S

    I had a 63 IH 1000 step side the color of this truck but it had a grey interior with three on the tree. The body of mine was much better than this one and I regret selling it 20 years ago.

  • avatar
    RideHeight

    I had no idea True cigarettes were introduced so early. I smoked them for a while in the ’80s; three puffs… gone.

  • avatar
    ravenchris

    It’s amazing how pick-up trucks have…not changed.

  • avatar
    MRF 95 T-Bird

    Apparently this model is not equipped with the duel fuel tanks. I always found the set-up to be odd with the main fuel filler in the rear and the auxiliary filler and tank in back of the front fender just ahead of the door. Ford dual tank models had both fillers in the side of the bed.

    • 0 avatar
      bumpy ii

      The auxiliary tank setup was also used on the Travelall. The fender fillers were apparently easier to implement for both vehicles.

      • 0 avatar
        Scoutdude

        No the tank location for the main tank on the Travelall is in the driver’s side back quarter panel while the aux tank is in the passenger side front fender with the actual tank being under the cab. The Pickup main tank is on the passenger side under the cab with the filler in the B pillar, it’s aux tank is in the driver’s side front fender with the tank under the cab. The Travelette (crew cab) has its main tank on the passenger side and is the same as the Travelall aux tank. The Travelette aux tank is the same as used on the regular cab. I own a 2 tank Travelall, 2 tank pickup, 1 tank pickup and a 1 tank Travelette. The Travelette is interesting in that it only came with a 13 gallon tank.

        • 0 avatar
          MRF 95 T-Bird

          Tanks for the clarification. I always thought IHC was ahead of the curve by a couple of decades with its light and medium duty trucks and the Scout/Traveler. If they had better management or a decent merger (Nissan did supply their diesel) they could have ridden out the 80’s with improved versions just in time for the peak SUV 90’s.

          • 0 avatar
            Scoutdude

            Actually it was Chrysler that supplied their Nissan diesel, at least for the majority of the time they used it. Chrysler had the exclusive rights to sell Nissan Diesel engines in the US for a decade or so. Near the very end of production of the Scout IH did buy them directly from Nissan. Jeep also offered the Nissan diesel in their CJ series, no not ones that were available at retail the CJ10 airport tug. Which was a CJ with a dually rear axle, a 2sp transfer case and a non driven tube front axle using the standard 5 bolt pattern.

  • avatar
    Big Al From 'Murica

    Who’s gonna save it?

  • avatar
    CoreyDL

    Today’s Rare Ebay Find (day late):

    A 1998 (little-known) DeVille-based Fleetwood Limited, triple black, with only 11,000 miles. Very rare indeed. And it’s located in Norway, which adds on to the rare.

    http://www.ebay.com/itm/291447362120?forcerRptr=true&item=291447362120&viewitem=


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