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International Harvester Scout Buying Guide

1962 International Harvester Scout 80

GR Auto Gallery listed this restored 1962 Scout 80 with a 152ci 4-cylinder engine and a 3-speed manual transmission for $33,900.

Table of Contents

International Harvester Scout History

When mapping the history of International Harvester, known today as Navistar International Corporation a subsidiary of VW Group, you don’t so much draw a timeline dating back to the mid-1800s, but create a tree with branches sprouting off in countless directions. The company’s roots lie in the farm equipment developed by Cyrus McCormick, which morphed in the early 1900s into International Harvester when McCormick’s son merged his father’s business with other agricultural machinery manufacturers.

Along with agriculture implements and, later, the iconic, Raymond Loewy-designed Farmall tractor, International Harvester got into the truck business, producing a diverse range of medium- and heavy-duty work vehicles. They also built light-duty pickup trucks from the early 1930s and the Travelall wagon from the 1950s. When the Jeep’s no-nonsense, all-terrain utility stuck a chord with post-war ranchers, fire departments, utility companies, and others whose professions didn’t necessarily include paved roads, International Harvester took notice and developed the Scout.

Like vintage Ford Broncos and early Chevy Blazers, Scouts have grown in popularity with enthusiasts and collectors. They can be more affordable than muscle cars of the same era, while offering distinction that’s sure to be noticed at a car show or cruise event. They’re also pretty easy to work on, although replacement parts aren’t as plentiful as for, say, a '70 Chevelle SS. We revered the Scout so much that we ranked it #4 on our list of Top 10 Classic Trucks ever made.

Let’s dive into what we know about the short-lived Scout, including the two generations, and what the future holds for the Scout.

1960’s International Harvester Scout Advertisement This image is from an early 1960s International Harvester Scout print advertisement or brochure.

International Harvester Scout First Generation: 1961 – 1971 Scout 80/800

Two generations of the Scout were produced, the first introduced in 1961 and running through early 1971 and the second running from 1971 through 1980. The 1961 model year was technically released at the end of 1960. Below, we’ll dive into the first-generation, bare-bones Scout 80 models built through mid-1965 and the more comprehensively equipped 800 models that succeeded them and second-gen Scout II models.

Like the Jeep CJ, the Scout 80/800 were minimalistic steel boxes mounted on a four-wheel-drive chassis (2WD models were also offered). They rode on a comparatively long 100-inch wheelbase, which was 17 inches longer than the Jeep – and 5 inches longer than even today’s Jeep Wrangler – delivering a smoother ride than the somewhat darty-feeling CJ. Consequently, the overall length was longer, too, stretching 154 inches versus the diminutive CJ’s 139-inch length, adding much-appreciated legroom and cargo room. But while longer than the Jeep, the Scout was by no means a large vehicle. Today’s Chevrolet’s Equinox “compact” SUV/crosser, for example, rides on a 112.5-inch wheelbase and is just a whisker shy of 188 inches long.

With its wheels pushed to the very corners of the body, with almost no front and rear overhangs, the Scout’s off-road approach and departure angles were great, too, at 47 degrees approach and 35 degrees departure for 4WD models. Compare that to the 2013 Jeep Wrangler’s maximum approach angle of 44.6 degrees. 

1961 International Harvester Scout This 1961 Scout was listed for $29,500 by Tri Star Classics.

The Scout was developed as an open vehicle, with a folding windshield, and was offered in a wagon body – dubbed the Travel Top – and a pickup, each featuring a removable steel roof. Initially, both body styles featured a bulkhead between the front and rear sections, but it proved inconvenient on the Travel Top. Vacuum-operated windshield wipers, no carpet, and even a lack of roll-up windows exemplified the stripped-down aesthetic of the early models. They were powered by International Harvester’s 152-cubic-inch Comanche four-cylinder. Scout 800 models were available with a larger 196-cid four-cylinder, a 232-cid inline-six, a 266-cid V-8, and International’s own 304-inch V-8.

When it came to off-road prowess, the Scout was a four-wheeled mountain goat, scrabbling over rocks, fallen timber, and other obstacles with the assistance of tough Dana 27 axles front and rear and a Dana 18 transfer case. Later in the first generation, a Dana 44 was used for the rear axle, and the transfer case was upgraded to a Dana 20. Interestingly, the differentials on models using the front and rear Dana 27s were offset to the passenger side to line up the driveshafts with the transfer case. The Dana 44-equipped models featured a center differential, although that’s not an absolute identifier, because there were some production variations with early-produced models.

Scout 80/800 Highlights by Year

1961 – The Scout was introduced in late 1960 for the model year of 1961, with production at International Harvester’s plant in Fort Wayne, Indiana. Approximately 28,000 were sold.

1962 – Roll-up door windows are offered, but sliding windows remain standard. The interior bulkhead was eliminated on the wagon-style Traveltop models.

1963 – Continual refinements included seating upgrades and corrosion-resistance features.

1964 – The “Red Carpet” special edition commemorates the 100,000-unit milestone and is distinguished by, naturally, red interior appointments.

1965 – The Scout 800 appears and is distinguished from 80 models with a new aluminum grille and horizontal “International” badge in the center of it, along with an “IH” badge on the front edge of the hood. A fixed windshield replaced the folding design and the windshield wipers moved from the top of the windshield to the bottom. A turbocharged version of the four-cylinder engine was offered.

1966 – A larger, 196-cid slant-four engine (111 horsepower) was offered, along with a new Sport Top model that featured a semi-fastback design.

1967 – Another new engine, a 266-cid V-8, was offered to compete with the new Ford Bronco’s V-8 powertrain. The Dana 44 replaced the Dana 27 for the rear axle and the Dana 20 replaced the Dana 18 transfer case.

1968 – The 152-cid four-cylinder engine was discontinued.

1969 – The 800A is introduced, delivering more amenities and revised design cues, including square headlamp bezels. AMC-based “6-232” inline-six engine offered. Special “Aristocrat” model featured two-tone paint, special interior trim and chrome wheels.

1970 – Special “SR-2” model offered.

1971 – 800B introduced and distinguished by rectangular marker lights and all-bright headlight bezels (they previously had black inserts). Special “Comanche” model offered, with two-tone paint, special interior trim and chrome wheels. Commercial-intended “Sno-Star” model offered, with unique white-and-yellow paint scheme with a black stripe, Meyer snowplow, body-mounted plow lights, 6-232 engine, warn locking hubs and more.

1969 International Harvester Scout 800A This 1969 International Harvester Scout 800A with a complete frame-off restoration was listed for $114,900

Scout 80/800 Handling and Driving

Make no mistake about it: Early Scouts are primitive. If you’ve never driven one, prepare for a trip back in time. There’s virtually no sound deadening, and sound reverberates through the steel box body and the three-speed-backed four-cylinder engine doesn’t make much power. These vehicles will not cruise happily down the freeway at 75 mph. In fact, they probably won’t hit 75 mph – not with the four-cylinder, anyway. The rudimentary suspension and four-wheel-drum brake systems are archaic, as well.

But the Scout’s simplicity is elegant and as long as you don’t plan to use one as your daily driver, the throwback driving experience is charming – at least for a while.

Most Scouts were 4x4s, but more than a few were 2WD. A quick look at the front wheels is the giveaway. If the hub protrudes from the hub cap, it’s a 4WD model. If it doesn’t, it’s a 2WD Scout. Suspension modifications are common. This mildly raised Scout is typical of the alterations made to enable the installation of larger off-road tires and enhance ground clearance. The Scout uses simple leaf-sprung straight axles with Dana center sections, front and rear. Fortunately, they are easy to service, although they don’t provide the most sophisticated ride characteristics.

1962 International Harvester Scout This is the interior of a 1962 International Harvester Scout that was listed for $32,400.

Scout 80/800 Interior and Exterior Design

The Scout was inspired by the civilian Jeep but was larger overall and introduced a new size and proportion for utility vehicles that would be emulated by every other major American auto manufacturer. Its pickup configuration was the standard body style, with the wagon-style, full-length Travel Top roof an option. The body incorporated a 5-foot-long bed with side “benches” that International Harvester touted as offering room for four additional passengers – a claim no manufacturer could get away with today. The benches also concealed the fuel tanks. A single, 11-gallon tank was standard and mounted on the left side. A secondary 11-gallon tank was available and mounted beneath the right-side bench.

Initially developed over a short 24 months, the Scout’s styling is notable for the lack thereof. Its minimalist features include virtually no trim or bright work. The small “IH” emblem in the grille identifies this example as one of the early “80” models built from 1961 through early 1965. In 1966, the Scout offered a Sport Top roof, giving it an almost sport coupe-like profile. The Sport Top was offered as a canvas soft top or fiberglass hard top. It is said to have inspired the Jeep Commando.

Early Scout interiors were frugal yet functional. A vinyl-covered bench seat was standard, but arm rests, a radio, roll-up windows, and even a heater/defroster were options on early models. A simple slider was the standard access point, which made it impossible to hang a tray from the A&W at lunchtime. Early in production, all configurations featured a bulkhead behind the seats, but that made access to the cargo area inconvenient with the Travel Top, so the bulkhead was soon eliminated on Travel Top models.

1963 International Harvester Scout 80 This California-based 1963 4x4 Scout 80 with 95,000 miles and a removable hard top was listed for $35,000 by a private seller.

Scout 80/800 Special Editions

Scout 800A

The Scout 800A was introduced in 1969 and was distinguished by headlamp bezels with black centers and an offset grille badge. In 1971, the 800B came out and its design differed primarily in the elimination of the bezels’ black centers.

Scout Commanche

Several special-edition Scouts were available through the years, including the 1971 Commanche, which featured a two-tone butterscotch/white paint scheme, chrome bumpers, chrome wheels. It also came with sliding rear windows. The standard engine was the “6-232” inline-six and the “V-304” V-8 was available.

Scout 800B

Owing to its utilitarian roots, the 1971 800B was also offered in the Sno-Star Series, which was also available on International’s full-size pickup. The Sno-Star was a dedicated snow removal model, with a Meyer snow plow, high-mounted plow lights and yellow/white paint scheme that blend municipal visibility and muscle car-era flashiness. Surviving examples of these rust-prone vehicles are incredibly rare.

International Harvester Scout Second Generation: 1971 - 1980 Scout II

In the face of the newfound competition, the Scout’s bare-bones construction and elemental driving experience quickly felt antiquated – and its minimalistic styling had been essentially unchanged since its introduction. The truck’s popularity warranted a redesign and, in the spring of 1971, the Scout II was launched. It rode on the same 100-inch wheelbase as the original Scout 80 and 800 models, but its overall length grew about 10 inches and its width was stretched about 1.5 inches. That made the Scout II roomier inside, but still enabled excellent off-road-driving capability.

Extremely short front and rear overhangs – a trait of the first-generation Scouts – were carried over to the Scout II, giving it excellent approach and departure angles, although the body’s longer length was added mostly behind the rear wheels, so rear approach/departure angles weren’t as dramatic as the Scout 80/800. Nevertheless, with high ground clearance and tough Dana axles, the Scout II was well-equipped for the trail.

Like the original Scout, the Scout II was designed as an open vehicle, with a removable roof. It was made of steel and quite heavy, making removal and storage inconvenient. There were sealing issues, too, when the top was reinstalled, making the promise of an open driving experience much more romantic than the actual experience.

Importantly, Scout IIs were more civilized inside, with a more conventional, car-like instrument panel, more comfortable seats and other amenities. Along with vehicles like the Jeep Wagoneer, they paved the way for the mainstreaming of sport-utility vehicles, making truck-based wagons more attractive to “civilian” drivers who appreciated their multi-purpose versatility. Unfortunately, the Scout wouldn’t live long enough into the 1980s and 90s to reap the rewards of the growing popularity and adoption of trucks and SUVs as mainstream vehicles.

The basic body design was certainly more contemporary than the Scout 80/800, but was still characterized as a basic, two-box design. It remained unchanged throughout its 10-year run, with revised grille designs as the primary identifiers for the various model years. The 1980 models are instantly identifiable because they’re the only ones with square headlamps.

1976 International Harvester Scout II Terra This 1976 International Harvester Scout II Terra long-wheelbase truck was listed for $31,493 by Hudson Auto Works.

Under the hood, the Scout II initially offered updated versions of the same four-, six- and eight-cylinder engines as the first-generation models, but added a larger-displacement inline-six and a larger 345-cid V-8, as well as a Nissan-sourced diesel engine – including a turbocharged version in 1980. Those six-cylinder diesel Nissan engines were quite durable, although not especially powerful.

In 1976, the Scout II lineup grew figuratively and literally with the addition of longer-wheelbase Terra pickup truck and Traveler wagon models. The Terra was a pickup version on the extended-wheelbase platform, giving the Scout a more competitively sized cargo bed. As a result, the pickup configuration on the short-wheelbase Scout II was discontinued. The Traveler was 18 inches longer than the Scout, with all the extra length added to the wheelbase. Like the Scout II, the roof was removable, but it was very large and very heavy.

The bold Scout SSII (Super Scout II) is one of the rarest models and just about the most desired among collectors and enthusiasts. Considering their rarity and the value potential for 4x4s of the era, even throughout the early 2000’s they remained a good buy, if it didn’t need thousands of dollars in restoration work. Approximately 4,000 SSIIs were built between 1977 and 1979. Your chances of finding a SSII can be difficult and you should expect pricing to be on the high end given how hard these models are to find.

Without a significant styling update or redesign, the Scout II was in the same challenging position the first-generation models faced after about a decade on the market. Competitors’ vehicles had seen significant redesigns, but the Scout languished in the late-1970s as the erosion of the agriculture business slashed the company’s cash flow. There simply wasn’t a budget for a third-generation Scout and International Harvester walked away from the light-duty consumer market in 1980, only a decade before the SUV craze took off at a rate no one could have predicted.

Scout II Production Highlights by Year

1971 – Introduced in April 1971 with wagon and truck configurations; Dana 44 axles offered front and rear; 196-cid four-cylinder, 232-cid inline-six, 304-cid V-8 and 345-cid V-8 engines offered.

1972 – Grille surround changed from body color to silver; “6-232” engine eliminated.

1973 – Grille design revised with vertical bars with chrome trim; “4-196” engine eliminated; Chrysler-sourced automatic transmission and chain-driven transfer case offered.

1974 – Grille design revised with additional chrome trim; disc brakes were introduced as an option early in the model year and made standard later. Chrome wheels and radial tires were available.

1975 – Front-end appearance revised with square headlight bezels; various interior and exterior trim revisions and additions, including GM-sourced bucket seats.

1976 – Grille design revised with three-section styling; Terra pickup and Traveler wagon models added, featuring 118-inch wheelbases; 100-inch-wheelbase Scout II truck configuration eliminated; Selectro locking hubs introduced; rear springs revised for level vehicle stance; special-edition, bicentennial-inspired Spirit and Patriot models offered.

1977 – Grille styling revised with pair of horizontal inlets featuring three vertical support elements; Warn Lock-O-Matic hubs with spring-loaded manual operation offered. Special SSII model introduced, featuring “bikini” top, soft doors with plastic door inserts, unique grille and roll bar.

1978 – Revised grille appearance with vertical support elements blacked out; standard electronic ignition (late 1977 introduction); enhanced rustproofing.

1979 – Powertrain equipped with catalytic converter and tuned for lead-free gasoline; Nissan SD33 naturally aspirated diesel engine offered; Selective special edition offered with SSII grille, gold wheels and gold body stripe. Final year for the SSII, with nearly 4,000 produced since 1977.

1980 – New grille design incorporating square headlamps; diesel engine upgraded with turbocharger. The final Scout was produced on Oct. 21, 1980.

Tips for buying an International Harvester Scout II

1972 International Harvester Scout II This 1972 Scout II with 13,879 original miles was listed for $82,245 by a private seller.

Despite incorporating more creature comforts as standard equipment, the Scout II was still pretty basic transportation, with features like disc brakes and an electronic ignition not offered for the first few years of production. In the four decades since, many owners have upgraded the more primitive elements, which doesn’t necessarily affect a vehicle’s value, but it’s important to quiz the seller about non-original equipment.

Just as prevalent, and more obvious, are serious suspension modifications. Scout IIs are popular “wheelers,” and you’ll find just as many modified examples as those with the original suspension system. Again, it’s important to ask the seller for all the details on the mods, especially if they involve any significant and irreversible frame alternations.

As with the 80 and 800 models, there is a strong support network of enthusiast organizations and parts sellers, but most of the parts are used and reconditioned. Some of the smaller steel parts that are prone to rust are reproduced, but no one produces large panels, such as rear quarters.

And speaking of rust, it’s the biggest problem to contend with, even in dry climates. Even if the vehicle appears to have minimal or no visible exterior corrosion, the inner fenders, firewall, and floor panels should be carefully inspected. Unfortunately, since rust was common in areas like the roof and tailgate, finding good replacement parts is a challenge and time-consuming rust repair is often the only viable option during a restoration.

There are also several common ailments that plague Scout IIs. Check for and ask the seller about the following:

  • Starting problems when the engine is hot – the built-in starter solenoid tends to get heat-soaked.
  • Ignition problems – the “gold box” electronic ignition on later models is prone to failure.
  • Lighting issues – dim headlights, inoperable reverse lights and taillight failures are common.

It’s also important to ask if the engine runs warm or has ever overheated. Carburetors and the vacuum lines associated with emissions equipment can be problematic, too, so be wary of inspecting a vehicle that’s already been warmed up, which can mask cold-start problems. Insist on a cold-start inspection.

One last thing: Many Scout II owners retrofitted the larger International Harvester 392-cid V-8, but the vehicles were never offered with it from the factory.

Rust Issues

1979 International Harvester Scout II This 1979 Scout II with 73,000 miles and plenty of rust issues was listed for $13,000 by Classic Car Deals.

The top three issues to check for when inspecting Scout models are rust, rust, and rust. Because just about every component from the dashboard to the heater box was made of steel, sheet metal cancer afflicts nearly every square inch of the vehicle. It’s more deceiving on vehicles that appear outwardly rust-free – or relatively so – because even in dry climates, crevices under the hood and other areas retain water to trigger corrosion in unseen areas. Unless the buyer is purchasing a freshly restored example, he or she should assume there is rust to contend with. Also: the windshield frame is notorious for rust, so it must be checked for silicone or other material used to stop leaks.

A buyer should inspect the driveline of a Scout carefully to ensure the axles and/or transfer case don’t require costly repair or replacement. Also, many Scouts were modified over the years for greater off-road capability or simply in the quest for better drivability, so the seller should be quizzed about non-original suspension parts, axles, etc. The engines are robust but aren’t powerful. Later V-8 models have a drivability edge over their early four-cylinder counterparts. The later models from the first generation of 1961 – 1971 also have more creature comforts.

Rocker panel rust-through is one of the most common problems with early Scouts. Fortunately, aftermarket replacements are inexpensive. On the other hand, if the vehicle has rusted rockers, they’re likely not the only rust issue to deal with. Excellent-condition, rust-free first-generation Scouts are getting more difficult to find and their prices are consequently going up.

The removable roofs on the pickup and wagon-style Travel Top models are susceptible to rust, particularly in the lower corners and edges, where water collects. Also: Windshield frames and side-window frames are prone to rust, which is usually easy to spot because of the silicone used to stop leaks.

Scout 80 vs Scout II Engine

Scout 80/800 Engine

The Scout’s commercial-duty International Harvester engines were quite durable. A 152-cid, 90-hp four-cylinder was the base engine and it made 135 lb.-ft. of torque. It was literally half of the company’s 304-inch V-8 – the same architecture, but with one cylinder bank lopped off. Despite its Spartan nature, there was a lot of steel in the full-frame Scout, so the “4-152” engine was challenged with tugging a vehicle with a nearly 3,300-pound curb weight. Fast, the Scout was not

Scout II Engine

A variety of four-, six- and eight-cylinder engines were offered in the Scout II, including the Nissan “SD33” inline-six diesel, originally developed jointly by Chrysler and Nissan before International Harvester purchased it. The company, known for its diesels in heavy-duty trucks, didn’t have a diesel small enough to fit the Scout.

1980 International Harvester Scout II Diesel This 1980 Scout II Diesel with square headlamps and a factory-updated grille design was listed for $51,000 by a private seller.

Modified and Restored Scouts

Modified Scout IIs are common and placing a value on them is difficult because they’re worth what someone is willing to pay for another’s project or customized vision of off-road awesomeness. If you’re buying the Scout II to drive off-road, find the one with all the equipment you want already installed. It will cost more initially but save more in the long run when you don’t have to spend the time and money on doing the mods yourself. When we analyzed Scout prices, we found the original-condition models have seen the greatest increase in value since the early 2000s.

Like the first-generation models, the buyer has to be careful about investing in a Scout II with a lot of needs, as the restoration cost can quickly exceed the vehicle’s market value. Take your time and find a good driver that has minimal rust issues. Drive it, fix it up and enjoy the experience of one of America’s most unique off-road vehicles.

The simplicity of the Scout II’s upholstery is pretty easy for a trim shop to reproduce, but it’s the hard parts and trim items that can prove difficult to locate in good or restorable condition, mostly because they were commonly worn on all vehicles.

International Harvester Scout Pricing

We spent considerable time looking at Scout listings on our site over a 30-60 day period. As of mid-2024, if it were our money we’d budget a minimum of $40,000. Ideally, the models that are in the best shape and with the least amount of rust are going to be priced around $40,000 to $60,000 or more. This price range is where you’ll find most of the good-to-almost-premium examples so we think you’d find the best value in that range.

Just as a frame of reference, when the Scout initially went on sale, the 4x4 version was priced at around $2,100 or $22,000 in 2024 dollars. If you had a time machine and could go back and purchase a Scout in the early 2000s, you’d be able to purchase an almost-show-condition Scout for between $15,000 and $30,000. Over the last 25 years, the biggest change in pricing has been at the top end of the scale with models that were once $35,000 to $65,000 now selling for $75,000 to $100,000.

Scout Low-End Price: $5,000 - $25,000

Low cost and budget Scouts could vary greatly in this price range from either having lots of rust, not in running condition, body frame issues, or even those left outside and exposed to the elements. If you’re spending less than $15,000 expect a major project and long restoration ahead of you. A semi-decent Scout can be purchased for around $25,000 and we would be wary of spending less than that.

Scout Average Price: $26,000 - $55,000

This is where the largest selection of Scouts is priced. We would expect any Scout that costs this much to be in good running shape with most of the obvious restoration improvements already done. Only those models priced at the top end of this range might have undergone a complete frame-off restoration or at least “restored.” You can find a good “value Scout” for around $30,000 if you’re willing to be patient and travel to find the right model. Unfortunately, this is where most buyers are focused so be prepared to move quickly.

Scout High-End/Premium Price: $56,000 or more

At the very top end of the pricing, you’ll find Scouts priced between $56,000 to $115,000 with most examples falling between $65,000 to $85,000. If you're shopping in this range, we don’t think you’d have to spend more than $85,000 to get a great-to-excellent Scout but each premium-priced model represents unique customizations and features so beauty is in the eye of the collector. Most, if not all, of the vehicles priced at the top end, have undergone significant restoration (frame off) and will have done lots of upgrades such as a new interior, new paint, power brakes/power steering, AC, upgraded suspension, a rebuilt Chevy V8 engine, heated seats, and a roll-cage bar.

Scout 80/800/II Parts

There’s a healthy support network for Scout owners and parts for the 80/800 models are relatively easy to come by, but the vast majority are used and reconditioned components. Fortunately, there are relatively few parts to contend with in these simple vehicles. And these aren’t exactly Hemi Superbirds in the collector market, so there’s no need to fret about tracking down a date-coded hose clamp.

A handful of companies, such as Ohio-based Super Scout Specialists, offer some reproduction body and interior components, including floor pans, rocker panels, seat risers, etc., but no one is stamping replacement fenders and other large panels. Many of the inner steel parts for these vehicles are relatively simple in design and can be duplicated. ScoutParts.com, Anything Scout, and IH Parts America also offer Scout parts that can be shipped directly to you.

The Scout Returns

2026 Scout Motors A teaser image of the all-electric 2026 Scout Motors rugged utility vehicle.

After the last Scout II rolled off the Fort Wayne assembly line on October 21, 1980, the brand languished in a state of automotive no man's land. Despite being one of the forefathers of the modern SUV, the Scout was nowhere to be found even as SUVs started making a comeback in the 1990s. Buoyed by relatively low gas prices, the need for larger multi-purpose family vehicles, and the decline in popularity of station wagons, by 1999 SUVs accounted for almost 19% of all vehicles registered in the U.S. So while almost every auto brand started making an SUV (Porsche and Maserati anyone?), it was the reintroduction of the Ford Bronco in 2021 which showed that once-shuddered historic nameplates could be revitalized and greatly improved upon.

VW group, which acquired the rights to the Scout brand with the purchase of Navistar in 2020 will reintroduce an all-electric Scout followed by a pickup truck under the Scout Motors brand. The new Scout will reportedly be called a RUV, short for Rugged Utility Vehicle, and will compete with brands such as Rivian, Jeep, and Chevy. The body-on-frame platform won’t be initially shared with other vehicles in the VW group which means the new Scout will be unique. If you take any stock in comments posted on social media, the public’s reception to a reintroduced, EV Scout has been mixed with most detractors citing the all-electric powerplant while raving about the possibility of this iconic badge making a comeback but fearful that VW will botch the idea of a remade Scout. Everyone can be a critic and a fan at the same time. Perhaps acknowledging this feedback, Scout Motors CEO Scott Keogh hasn’t ruled out pivoting to a combustion power engine in the future. After all, there aren’t many EV charging stations when you're off-roading in the middle of the wilderness.

If you want to get a first look, the company has said the Scout SUV concept will be revealed during the summer of 2024. Production is slated to start in 2026 out of a new plant located in Blythewood, South Carolina so expect sales to start shortly afterwards. Details of the Scout truck have not yet been released but that hasn’t stopped the Internet from speculating about its design and what it could look like. In terms of pricing, the Scout is targeting to start at $50,000. While we have no inside information, if the relaunched 2021 Ford Bronco is an indicator of what the price of the relaunched Scout could be, we anticipate a $75,000 - $100,000+ top-end price range for certain models depending on options. Until actual the Scout pricing is revealed, this is just our educated guess.

March 2024: Scout Motors posted this video honoring the past while looking towards the future.

Published May 15th, 2024

Harvester Scout FAQs

  • How much is an International Harvester Scout worth?

    Most Scouts are priced between $25,000 and $55,000 but can reach upwards of $115,000 for fully restored examples. A "project" Scout will cost less than $15,000 but be prepared for a lengthy restoration.
  • Why did International Harvester Scout stop making the Scout?

    A combination of several factors, mainly low sales, bad luck, and poor timing. The last Scout rolled off the factory floor in 1980 and wasn't able to capitalize on the SUV craze of the 1990s. Are International Scouts going up in value? Yes. Scouts have seen their values and prices increase by 2-3X since the early 2000's and we doubt those prices to soften or fall anytime soon.
  • Are International Scouts going up in value?

    Yes. Scouts have seen their values and prices increase by 2-3X since the early 2000's and we doubt those prices to soften or fall anytime soon.

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