Rare Rides: The International Harvester Scout, Not a Jeep (Part I)

Corey Lewis
by Corey Lewis

Today’s Rare Ride is the fourth International Harvester product featured in this series, after a 1200 D, Travelall, and the 2000s era (and ridiculous) MXT personal semi-truck.

Let’s pay a visit to Scout (the first one).

Like the Travelall previously featured, the Scout was an early example of what would later be known as a sport utility vehicle. The Travelall entered production in 1953, but later in the decade, IH saw an additional opportunity for a smaller and more off-road focused truck. This new entry would rival the successful Jeep CJ. It was a new market segment: a recreational four-wheel drive vehicle; one not used strictly for work like in the past.

Late in 1960 for the 1961 model year, International debuted the Scout 80. Available as a truck with a removable cap or with a full-length removable roof, the Scout offered much two-door flexibility. The initial run of Scout 80s was from 1960 to 1965 and put the Scout into the American public’s consciousness as an off-road vehicle. Bare bones at this time like all proto-SUVs, rear seats were not even available in the Scout 80. The windshield folded down though, to let the insects gently tap one’s face while on the move.

During the ’65 model year, the 80 was upgraded to the 800. International focused on the improvement of passenger comfort, additional amenities, and more power. The 800 had a better heating system, a revised dashboard with improved instruments, and crucially, an optional rear seat. That meant a family might actually be able to use an 800 as an everyday car. The 800 series saw the base 2.5-liter (93 HP) of the 80 supplemented with an optional turbocharged version (111 HP), as well as a 3.8-liter inline-six, and 4.4-liter V8.

By late 1968 the 800 morphed into the 800A, which again improved comfort and added amenities. Added to the engine lineup was the optional 5.0-liter 304 V8. The 800A ran only from November 1968 through August 1970 before it was replaced by the 800B, officially the last first-gen Scout. 800Bs were made from August of ’70 through March of ’71, the 800B was mostly a filler model until the Scout II was ready to enter production. Notably, the Comanche trim package appeared and made the 800B look as fancy as possible.

Throughout the Scout’s run, there were numerous options packages and individual trim items that could for the most part be ordered independently. For example, the flip-down windshield was still available on the Scout 800 but was not often optioned because it was not advertised. Trim, engines, roof styles, Scouts were built in a hodgepodge of combinations. Add in the fact that International tended to grab parts from various suppliers all the time, and you end up with an artisanal-type run of trucks. But it was time to move on to bigger and better things, and by 1970 the SUV market was heating up.

In Part II we’ll suitably cover the other Scout, the II.

[Images: International Harvester]

Corey Lewis
Corey Lewis

Interested in lots of cars and their various historical contexts. Started writing articles for TTAC in late 2016, when my first posts were QOTDs. From there I started a few new series like Rare Rides, Buy/Drive/Burn, Abandoned History, and most recently Rare Rides Icons. Operating from a home base in Cincinnati, Ohio, a relative auto journalist dead zone. Many of my articles are prompted by something I'll see on social media that sparks my interest and causes me to research. Finding articles and information from the early days of the internet and beyond that covers the little details lost to time: trim packages, color and wheel choices, interior fabrics. Beyond those, I'm fascinated by automotive industry experiments, both failures and successes. Lately I've taken an interest in AI, and generating "what if" type images for car models long dead. Reincarnating a modern Toyota Paseo, Lincoln Mark IX, or Isuzu Trooper through a text prompt is fun. Fun to post them on Twitter too, and watch people overreact. To that end, the social media I use most is Twitter, @CoreyLewis86. I also contribute pieces for Forbes Wheels and Forbes Home.

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3 of 27 comments
  • Kwik_Shift_Pro4X As much problems as I had with my '96 Chevy Impala SS.....I would love to try one again. I've seen a Dark Cherry Metallic one today and it looked great.
  • Susan O’Neil There is a good reason to keep the Chevrolet Malibu and other 4 door family sedans! You can transport your parents and other somewhat handicapped people comfortably and safety! If someone can stand and pivot you can put them in your car. An armrest in the back seat is appreciated and a handle above the door! Oh…and leather seats so your passenger can slide across the seat! 😊Plus, you can place a full sized wheelchair or walker in the trunk! The car sits a little lower…so it’s doable! I currently have a Ford Fusion and we have a Honda Accord. Our previous cars were Mercury Sables-excellent for transporting handicapped people and equipment! As the population ages-sedans are a very practical choice! POV from a retired handicapped advocate and daughter! 😊
  • Freddie Remember those ads that say "Call your doctor if you still have...after four hours"?You don't need to call your doctor, just get behind the wheel of a CUV. In fact, just look at one.I'm a car guy with finite resources; I can't afford a practical car during the week plus a fun car on the weekend. My solution is my Honda Civic Si 4 door sedan. Maybe yours is a Dodge Charger (a lot of new Chargers are still on dealer lots).
  • Daniel J Interesting in that we have several weeks where the temperature stays below 45 but all weather tires can't be found in a shop anywhere. I guess all seasons are "good enough".
  • Steve Biro For all the talk about sedans vs CUVs and SUVs, I simply can’t bring myself to buy any modern vehicle. And I know it’s only going to get worse.