Page 216 - Wayne Carini's Guide to Affordable Classics

Scout interiors were gradually upgraded over the years – this 800A model features a padded dash, radio and bucket seats.
On the other hand, the first-gen Scout’s V8’s power works well despite its weight and a brief time behind the wheel lets you adapt to its unassisted steering. This generation of Scout doesn’t have power brakes and you should think about braking long before you actually need to do it. But with 180 horses, comfortable, well- padded bucket seats, and plenty of space in the cabin, the highway ride is decent enough.
The early Scouts fulfilled their promised of multi-road capability, but it also defined the compromises that hinder many SUVs. Its long, square hood makes it tougher to find the right line on the trail, but, despite its street tires and a transmission geared for highway duty, the Scout does well enough traversing mud and ruts.
By comparison to the Scout, the Scout II must have seemed like a significant step forward, but by the time of its introduction in 1971, there was a broader offering of SUV-type vehicles from other manufacturers. Many, however, such as the Blazer and Bronco, couldn’t match the true off-road capability that the Scout had established. What tends to make the Scout II the more preferred version is that it blends the ruggedness of the first generation Scout with some useful upgrades, such as power steering and brakes, automatic transmission and air conditioning. Another important consideration favoring the Scout II is the powertrain lineup. Though the four was still intermittently offered, there was a robust lineup of AMC-sourced line sixes (up to 110 horsepower) as well as V8s that neared 200 horsepower. Though less popular, Nissan-sourced diesels were also offered in normally aspirated and later turbocharged form, making them a great option for their low-end torque and excellent (for the time) fuel economy of around 20 mpg.
Between the ravages of rust and the sad reality that the vast majority of Scouts lived hard lives for many years, choosing between a stock or modified version is often dictated by supply and timing. Unmolested cars and/or well-restored original cars exist, but values are rising, with prices for well-modified or well- preserved cars easily exceeding $50,000. That’s still far lower than good examples of early Broncos or K5 Blazers, but evidence that the overall interest in vintage trucks and SUVs is affecting virtually all brands and the days of bargain Scouts may be numbered.
The Knowledge
dBefore starting a search for any Scout variant, it pays to invest in The Scout Encyclopedia by Jim Allen and John Glancy. Scouts were available with a myriad of options and configurations, which makes discerning one model from another challenging. This detailed history of the Scout delves into all aspects of the model’s history, together with specifications and photographs.
dBecause so many Scouts have been modified (and some likely not done safely), a thorough technical inspection is highly recommended. “Understand that trucks of this era only needed to do a couple of things well: start every day and haul things,” says Glancy. “So, modernization doesn’t hurt their value. Adding some newer technology, especially when it comes to the interior and passenger comfort and brakes and other safety features, can actually make them worth just as much or more compared to dedicated show stock.”
dRust is prevalent in many Scouts given the utilitarian lives many led. Glancy recommends paying particular attention to cab mounts (ill-fitting doors are often
an indicator of problems here) as well as the body crossmembers and the sheet metal around the windows and windshield. As long as the transmission tunnel and front cowl area aren’t too far gone, repair panels are available to replace everything else.
dOn Scout II models, rear quarters and end caps are available, but not for the 118-inch wheelbase models, which require an extension to be welded in.
dGiven the ages of the vehicles involved, wiring can be a particular hurdle in getting everything on a Scout to function properly, especially if it’s been sitting for a long time and rodents have made a comfortable home for themselves. Vendors such as Super Scout Specialists are able to make harnesses that match the original equipment spec, right down to the serial number
dAs with wiring, extended storage leads to bad gas, which wreaks havoc with soft parts in the fuel system. That can mean new gas tanks, fuel pumps and lines, and carburetors. “This can be the tipping point between modernization and restoration,” says Glancy.
dWhile originality always drives value, especially when it comes to powertrains, the cost to fully restore a worn- out or damaged engine has to weight against the ample availability of low-cost, reliable crate engines that wind up in many Scouts.
dAnother powertrain-related factor to consider is the state of the four-wheel-drive system. When performing
a test drive, make sure the system engages (and disengages) freely and easily and that there are no unusual noises or vibrations.
214Wayne CariniAffordable Classics