HISTORY: January 1961 -October 1980
I was the first ever version of what has come to be known as the "sport utility vehicle" manufactured by an American company. I must give a nod, out of respect, to the Toyota Landcruiser and the Land Rover, two foreign machines of similar stature. I first debuted to the public in January of 1961 with the model known as the 80. My early models featured a fold-down windsheild, which gave it that Land Rover-y safari feel, and of course a removable top, doors and lift gate. These removable body parts were continued throughout the production of the Scout and were an integral part of what made me so versatile. There were several different configurations for the Scout, which included a half cab, a travel top, and later on a Sport Top model. Straight up, I put the "utility" in SUV - some of my original options included a post hole digger, run by a PTO and articulated with a 3-point hitch.
After several years as the only American vehicle of my kind, I evolved into the Scout 800 in 1965. The 800 carried over the same general body style from the 80 (and indeed most parts are interchangeable), but unlike my first incarnation the 800 had a fixed windshield.
Around 1966 Chevrolet brought out the "Blazer" and Ford the "Bronco" - which was the single biggest ripoff in automotive history. I mean c'mon! The thing looks just like me!
In 1967 I was outfitted with a V8 for the first time, and for the last few years of the decade I was available in 800A and 800B models, as well as the more exclusive Sport Top and Aristocrat packages.
With a new decade came a new style and I was reborn as the Scout II, the model most widely produced and savored by, uhm, rednecks. It's all good though - I love everyone who loves me!
As the 1970s rolled on I began to multiply in great numbers and there were all sorts of exciting options like the Scout Traveler, the Scout Terra and of course the SSII.
In October of 1980 the last Scout II rolled off the production line. While my combination of power, style and versatility was unrivaled, I was no match for the poor management at International Harvester. International had gone into business with Nissan and purchased a substantial number of their turbo diesel engines for use in my Scout II models. When it became clear that I was going to be killed off, International began liquidating their stock of Nissan diesels by outfitting most of the 1980 models with them.
There exist a few Scout III models, in automotive museums, for a newer version of me that was never built. Some lament this, but I don't - I would have wound up looking like a dune buggy.
In August of 2007 IH enthusiasts celebrated 100 years of International with gatherings around the world, including some 500 vehicles at the Scout Nationals in Springfield, Ohio. You can see 100 images of 100 trucks from the event here .
I have several siblings, including the IH pickup and my big burly brother, the Travelall. There is also some completely absurd new International truck being released to the public, but it looks like a Hummer on steroids and I don't really want to be associated with it. I'm the Scout, and that's good enough for me.
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MORE INFORMATION
The number one resource that I direct Scout and IH owners and enthusiasts to is the Binder Planet, accurately self-described as "a global community of International Harvester Scout & Light Truck enthusiasts." www.binderplanet.com .
If there is any single source for information on Scouts and IH trucks, the Binder Bulletin is it. Keep in mind that it is run and used by real-world people and thus may not be as slick-looking or as organized as a commercial website, but it is a generally welcoming place with loads of information.
- IH Scout