The first Scout, FC501 rolled off the line December 1, 1960, a 4×2 Cab-Top in Blue Metallic livery. It was given a few non-standard accoutrements including the chromed bumpers and mirrors. Like many of the first Scout 80s, it was retained for a short period as a testbed and to use in PR duty. In case you are wondering, it was long-standing IH tradition to start sequentially numbered products at 501. The “FC” indicated Fort Wayne Works, “C” assembly line. FC501 was sold to an employee sometime in 1961.
True to the original compact pickup concept, planners biased initial production towards the pickup, many with two-wheel drive. Orders coming in from dealers were overwhelmingly for a four-wheel drive Scout with the full top. If that wasn’t a clue to market preferences, many dealers ordered full tops and retrofitted pickups on the lot. Production quickly reflected those new preferences, but 1961 would represent the highest annual proportion of 4x2s and Cab-Tops in the 19 model years of IH’s Scout vehicles. IH began work almost immediately to bring Scout vehicles closer to customer desires by making it a “true” station wagon with an accessible rear seat. Still, those changes involved substantial body changes that would take time to implement.
Despite the shortcomings, Scout vehicle sales continued briskly through 1961 and for the 1962 model year. A frenzy of engineering work blossomed for the 1963 model year in the form of a removable bulkhead so that the Scout vehicle could be configured as either a pickup or wagon on the assembly or converted later by a dealer or owner. Bucket seats, a rear seat, roll-up windows to replace the sliding glass, a much-improved heating system, better sound deadening and powertrain improvements were added as well as a host of new options.
By the middle of 1964, Scout vehicle production was approaching the 100,000 mark… a single-model milestone by IH standards. Stylists and engineers had been working on more ways to spruce up the Scout vehicles. When that 100K benchmark came on July 13, 1964, it was an appropriate segue into an era of the civilized Scout vehicle.
The most significant course change made in the early years was to bring the Scout upmarket. People want more comfort in their Scouts and the Red Carpet was the first Scout to really deliver on that. The Robinson Family’s restored 1964 Red Carpet shows the significant effort that went into it. Built as a limited production special, it was used to celebrate production of the 100,000 Scout in the summer of 1964. Highlights and firsts in the Red Carpet include the first time chrome bumpers were used on Scout, the first time wheel covers were added, the first time a Scout came with full carpeting, the highest quality upholstery used to date. The Red Carpet came only in white and there were very few available options not included. The “100,000” decal was included but was to be installed by the dealer. Only a small percentage left the dealer lot with them installed so finding an original decal is quite rare.
The Red Carpet Series debuted in July 1964 as the first luxury edition of the Scout vehicle. Internally called a “Doll-Up,” the Red Carpet would set a new course for Scout vehicles, helping it live up to advertising, calling it the perfect combination of a daily driver, second car, hauler and family recreation vehicle. This is the core definition of today’s Sport Utility Vehicle, a term that did not yet exist in 1964 but would come into play very soon. Following the construction of 3,450 Red Carpets in November 1964, the similar Champagne Series followed and carried through the 1965 model year when the Scout 80 model was discontinued. Overall, the Scout 80 model ended on a high note, setting the stage for a big model update.
Scout 800
Production: 1965–1968
Predecessor: International Scout 80
Successor: International Scout 800A
The Red Carpet and Champagne Scouts were transitional units pointing the way to deeper changes for 1966 and the new Scout 800™ line. While they shared a similar look and some parts with the Scout 80 vehicle, the Scout 800 vehicles were updated in almost every area. The primary thrust was to make the Scout vehicles more comfortable, civilized, and, dare we say, carlike, but without hampering their ability to work. As part of the updates, IH introduced safety items ahead of new Federal regulations, such as a padded dash, dual circuit brakes, seat belts, lighting improvements, and anti-burst door latches. IH also began work on another generation of Scout vehicles planned for a ’68 or ’69 introduction.
Debuting in the ’66 Scout 800 lineup was a Scout model two giant steps into the style and luxury realm, the Sportop. It was a bold departure from the Scout norm and came with either a slant-backed fiberglass hardtop or a convertible top. Sales-wise, Sportop fell flat on its face. Was it a step too far or a styling faux pas? Opinions differ on that, but it was expensive to make and buy, didn’t sell well, and was discontinued early in 1968. Unsold units clogged inventory into 1969.
Scout models sold well against the Jeep, but in 1966, their first new competition was the Ford® Bronco. Yes, the mighty Ford Motor Company had taken notice of the Scout vehicles. The success of Scout vehicles reportedly inspired Ford to develop the Bronco, which was very similar in execution. IH quickly realized the gigantic Ford Motor Company had the potential to bury the Scout models without working up a sweat. Executive angst ran deep at IH, but fortunately, Ford chose to push the Mustang and not the Bronco. The Bronco cut into Scout vehicle sales, but it was essentially a back burner product at Ford in those years and never delivered a marketing kill shot. Though hampered by tight development budgets, IH engineers and stylists succeeded in keeping Scout models from falling too far off the curve.
The Sportops had a unique appearance. The hardtop version featured a fiberglass, slant-back roof. The rear windows did not roll down but had a “wing” section that did. The standard interior appointments matched the Custom trim level on the regular Scout. The interior of the convertible was as top drawer as Scout had been up to this time and used a good number of unique trim parts that were expensive to make in small numbers. The build costs vs the low sales is what killed the Sportop. The Sportops had a unique badge/spare tire hubcap that is often missing these days and hard to replace.
One major impact Bronco made was to inspire V8-envy at IH. Bronco debuted with a small six and was soon offered with an optional small V8. IH had a V8 in the pipeline for the next Scout model, called the X-Scout, in development but had yet to plan a V8 for the Scout 800 line. While the big IH 152 and 196 ci fours delivered performance on par with the Bronco’s 170 ci six, the Ford 289 ci V8 was a marketing coup. Development of the X-Scout was slowed to divert enough resources to stuff the IH 266 ci light truck V8 into the Scout 800 line, which became available starting early in 1967.
Progress on the X-Scout was glacially slow, and it would need more time to be ready for ’68 or ’69. Some of the updates planned for the X-Scout were incorporated into the Scout 800 line to keep it fresh. The 1969 Scout 800A line introduced many improvements, including an outside-sourced 232 ci inline six-cylinder to bridge the gap between the base four and the V8. In addition, a larger 304 ci V8 became the top-of-the-line engine, and one of the most frequently requested items, an optional automatic transmission, was also added. Seriously considered but not addressed were power steering and air conditioning. These were held back for X-Scout, but interior appointments took big leaps ahead with the Scout 800A line, both in style and comfort.
The past success of the Red Carpet and Champagne Series inspired planners to begin the introduction of limited-production special trim packages or “Doll-Ups” in the Scout 800A series. First was the Aristocrat for 1969, a country gentility-themed Scout vehicle. Next came the sporty SR-2 for 1970, in red or gold. Both these models got a great deal of market attention, and sales were good by Scout line standards. This success would not be forgotten.
There had been some hope of introducing the X-Scout in the fall of 1970 in time for a normal 1971 model year intro, but IH needed to do more, and an interim model was needed. Cleverly called the Scout 800B, it was a slightly updated Scout 800A. Yes, it was a stopgap model behind a stopgap model, but IH planted a few nuggets into it. One of those nuggets came in the form of the Comanche, a Native American-themed Scout vehicle that has proved to be one of the most popular and collectible specials in Scoutdom. Another was the Sno-Star™, a stylish snowplow special designed and outfitted in collaboration with the Meyer Snowplow company. Production of the Scout 800B would stop in early March of 1971 to clear the decks for the X-Scout… with the consumer production name, the “Scout II.”
International Scout 800A
The 1969 800A Aristocrat was the vehicle (pun intended) used to launch the optional AMC-sourced 232 six and the Borg-Warner-sourced 3-speed automatic. Introduced March 1, 1969, the Aristocrat was built to the tune of approximately 2,500 units into August of 1969. It was the first time special exterior paint was added to a Scout special model but it wasn’t the last. Tom Thayer’s superbly restored Aristocrat shows off the Silver and Blue paint combo.
- Production: November 1968–1970
- Predecessor: International Scout 800
- Successor: International Scout 800B
International Scout 800B
The 800B Comanche in Prairie Gold was originally intended to be one of three color schemes and possible one of three Native American-themed specials. Only about 1,500 of these were completed in the short 800B run and Bob Young’s is a totally original survivor, right down to the original General Scrambler tires.
The Sno-Star was an 800B era collaboration between IH and the Meyer Snowplow Company. The visuals are appealing, including the special Meyer paint on the body, but the fit-out was basic. The 474 Sno-Stars built featured the Meyer ST-78 6-1/2 foot plow with power angling, the 232 six, automatic trans and a rear limited slip axle with 3.73:1 axle ratios. It didn’t have a back seat and a bulkhead was fitted so the various gear needed for plowing could be stowed. A salt spreader was optional. Tom Thayer’s unrestored Sno-Star is probably the most perfect and original survivor in the world.
- Production: August 1970–March 1971
- Predecessor: International Scout 800A
- Successor: International Scout II