International Scout and Scout II

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Last Updated on Sunday, 22 January 2012 20:44

Written by Site Admin

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SCOUT
In the late 1950s US agricultural and truck manufacturer International Harvester (IH) began a design plan to produce a vehicle to compete with the Jeep CJ. The 'Scout' line was formally introduced to the public on January 18, 1961. Like the Jeep of the time, early Scout models featured fold-down Windshields. The first generation Scout and second generation Scout II were produced as two-door vehicles with options of a half cab pickup truck or a removable full hard or soft top. Scouts were manufactured from 1961 to 1980 in Fort Wayne, Indiana, USA.

The first Scout models to roll off the production line were available in both 2WD and 4WD versions. The engine was a 93hp 4 cylinder engine, with a 3 speed, floor mounted transmission.

Scout 80
Scout 80 was the model designation for the early model Scouts (1961-mid-1965). They had sliding windows, a 152 4 cylinder. engine, a fold-down windshield, vacuum windshield wipers at the top of the windshield and an IH logo in the center of the grille.

Scout 800
Scout 800 was the model designation for Scouts produced from late-1965 to mid-1971. The 800 was produced from 1965 to 1969, the 800A from 1969 to 1971, and the 800B model was available in 1971 until the Scout II became available.

In 1967, the first Scout V8 was built, powered with a 266 cubic inch engine.

The Scout 800 was manufactured with more creature comforts and had a fixed windshield, fancier bucket seats, windshield wipers located at the bottom of the windshield, an optional 196 4-cylinder, 232 6-cylinder, 266 V8 or even a 304 V8 in the 800A and 800B models, and an International nameplate instead of the IH logo on the grille.

SCOUT II
The Scout II debuted in April of 1971 and incorporated vehicle improvements that engineers had determined necessary during manufacture of the original Scout.

The Scout II is most identifiable by its different front grilles. The 1971–72 Scout II shared the same grille, three horizontal bars between the headlights and chrome rings around the headlights. 1973 Scout II's had 14 vertical bars between the headlights, a split in the middle, seven bars on each side surrounded by chrome trim pieces and an "International" model plate low on the left side. 1974–75 Scout II grilles were the same as 1973, with the addition of a vertical bar trim overlay. The 1975 had chrome & black square trim rings around the headlights. 1976 had the same headlight trim rings as 1975, a chrome center grille of 15 horizontal bars split into three sections was used in this year only. 1977–79 Scout II's used the same grille between the same headlight bezels the new chrome grille had two large horizontal bars with three vertical support lines and the "International" nameplate moved up to the center of the grille on the left side. In 1980, the final year of production for the Scout II, the grille was a very distinctive design, available with black or silver, a one piece grille with square headlights, made of ABS plastic. Both grille color options had imprinted chrome trim around the headlights and an "International" name located on the left side. Starting with late 1974 Scout IIs disc and power brakes were standard features. Early 1974 models had disc brakes as a rarely selected option.

The last Scout rolled off the assembly line on October 21, 1980. All 1980 Scout models were 4WD, and All 1980 Diesel Scouts were turbo-charged and were manufactured only with manual transmissions.

In 1973 the 196 4-cylinder engine was dropped from the Scout line. However, the energy crisis caused International to reintroduce the 196 4-cylinder engine to the Scout line in 1974.
The Nissan Diesel engine was introduced in the 1976 model year.

In October 1978, IH developed a policy entitled “Take a Stand to Save the Land” to promote ecologically minded 4x4 driving practices.

SS II
The SS II (Super Scout II) model debuted in 1977 as a soft-top, soft door, open air grille edition that was popular with outdoor enthusiasts. Nearly 4,000 SS II's were produced between 1977 and 1979.

Bedford RLHZ - The 'Green Goddess' Fire Engine

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Category: Interesting Vehicles

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The Bedford RLHZ Green Goddess. Pic by Dave Neeson 2010

The Bedford RLHZ Self Propelled Pump, also known as the 'Green Goddess', is a fire engine used originally by the UK's Auxiliary Fire Service (AFS), and later by the British Armed Forces. These green-painted vehicles were built between 1953 and 1956 for the Auxiliary Fire Service. The design was based on a Bedford RL series British military truck.

Auxiliary Fire Service
The Auxiliary Fire Service was established as part of civil defence preparations after the Second World War, and subsequent events such as the Soviet Union detonating an atomic bomb made their presence as part of Britain's Civil Defence an important role supporting civilians. It was thought that a nuclear attack on Britain would cause a large number of fires, which would overwhelm the ordinary fire service, so a large stock of basic fire engines was ordered to form a reserve capacity. They were in continuous use by the AFS, until it's disbandment in 1968.

The Green Goddess machines were not primarily fire engines; they are more correctly titled "self propelled pumps", some two-wheel drive, and others in four-wheel drive form. Their main role was to pump huge quantities of water, from lakes, rivers, canals and other sources, into cities hit by a nuclear attack. The machines could be used in a relay system over a number of miles, with Green Goddesses at regular intervals to boost the water pressure. Fire fighting was a secondary role.

Prior to disbandment, the AFS used the 'Green Goddess' extensively in support of the local Fire Services throughout the UK. They provided additional water delivery and fire fighting capability at times when the regular Fire Brigades had a major incident to contain. The ability to relay large quantities of water over considerable distances was invaluable in some more remote locations, or where the incident required more water than local water systems could provide. Most UK Boroughs had an Auxiliary Fire Service detachment housed alongside the regular Brigade equipments.

After 1968, the vehicles were mothballed, but occasionally used by the Armed Forces to provide fire cover in a number of fire strikes, notably in 1977 and again in 2002, by which time their usefulness (due to age and slow top speed) was brought into question. They were also deployed to pump water in floods and droughts. They were well maintained in store, and regularly road tested.

The role of Green Goddesses was superseded by new contingency arrangements. The Fire and Rescue Services Act 2004 gives Government the power to instruct Fire and Rescue Authorities to make their own vehicles available in the event of future industrial action. New Incident Response Units introduced after the September 11, 2001 attacks offer high power pumping ability among a range of other contingency functions.

In March 2004, the Government announced that it was conducting a test sale of 40 of its remaining fleet of more than 900 vehicles, and that it was planning to dispose of the remainder. The sale of the fleet has been completed, and most of the vehicles have been sold on to fire brigades in developing countries, mostly in Africa, although many are in private hands in the UK.

Technical specifications
Unlike modern engines they have no radio, no cutting equipment, only a single ladder, and the 4.9 litre 110 bhp petrol engine provided a maximum speed of around 45 miles per hour. Also these trucks had no power steering, and were 'sensitive' on corners. But one advantage that some Green Goddesses enjoy over most modern fire appliances is their four-wheel drive. Fuel consumption was between 8 and 10 mpg, depending on driving style and quantity of water carried. They also have less water capacity at 400 imperial gallons in 4x2 form, or 300 imperial gallons in 4x4 form, than a modern vehicle, and poorer stability due to a lack of baffle partitions in the water tank. The vehicle cabins were made of wood, and offer very little crew protection in the event of an accident.

Some were later modified by the installation of flashing blue lamps and two tone warning sirens, and alterations to the rear lamps, to bring them into line with then current practice on 'regular' emergency appliances. Mechanically, they were designed to be robust and easy to maintain.

The Green Goddess carried a range of equipment from standard hose and branches, through a selection of nozzles to provide different flows and jet patterns, to Light Portable Pumps and Ceiling Arresters. They all carried a 33.5 feet (10.2 m) extension ladder, together with at least one scaling ladder. Some carried additional equipment, such as Hook ladders, radios, large bolt cutters, etc.

Pumps
The main pump has a capacity of 1,000 imperial gallons per minute (900 imperial gallons on 4x4 versions). Normal fire hoses could be used either from the main pump, which had four outlets, or from normal fire hydrants for which an assortment of connecting branches were carried. In addition, the machines carried a small Coventry Climax (350 imperial gallons  per minute pump, with its own petrol engine, which could also draw water from a river or other source, again feeding normal fire hoses, and which provided a separate and self-contained fire fighting capability. A 400 gallon water tank (300 gallons on 4x4) was installed, which fed small diameter hoses on each side of the vehicle to give an immediate "first aid" capacity to fight a fire whilst the main hoses were connected and brought into use. A stirrup pump was also carried, together with a full range of other suitable tools and equipment.

Crew
The vehicles were normally crewed by an officer in charge, who sat in the front passenger seat, a driver/pump operator, and four fire fighters seated on the crew bench.

Vehicle pictures, further info and links wanted

UMM Alter

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Category: Interesting Vehicles

Last Updated on Sunday, 15 January 2012 16:00

Written by Site Admin

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Although the UMM Alter came to the UK around 1990, the vehicle's origins date much further back than this. The story actually begins with Frenchman Bernard Cournil, who was born in Aurillac in April 1909. Before WWII began, he set up an automobile workshop business which as the war progressed and fuel became hard to find, specialised in converting cars to run on wood based "gazogène" fuel (wood gas).

After the war, Cournil found a stock of US built Jeeps that had been left behind, and these he adapted and maintained for agricultural use. When Hotchkiss began to assemble Jeeps under license in France, it was a natural progression for Cournil to become a regional distributor for the Hotchkiss Jeep, and in 1954 he went a stage further, concluding his own licensing agreement with Willys Jeep for assembling their vehicle.

However Cournil had already progressed from merely assembling standard Jeeps to improving them to meet the agricultural market's needs, including designing workable implements and tools to run from the vehicle. Responding to a perceived concern over the robustness of the standard Jeep gearbox, Cournil substituted gear wheels derived from castings which he machined in his own workshops. He then started looking for an engine that would be more reliable than the ones provided from Hotchkiss, initially fitting a diesel engine from tractor manufacturer Ferguson.

By the late 1950s Cournil had decided that the Jeep was insufficiently robust for the agricultural challenges of central France, and using the engineering experience gained from his modified Jeeps, designed his own more robust, more adaptable four-wheel drive vehicle.

Tracteur Cournil

In 1957 Cournil produced a prototype of his new "Tracteur Cournil" model - using Hotchkiss JH Jeep bodywork - which went into production the following year. This model saw changes in it's short life including a heavy duty chassis upgrade. The model was a great success locally and so Cournil continued development of the design to produce the Cournil JA1 and JA2 models.

These are much more agular and less Jeep-like, with Cournil-designed bodywork made of 2mm sheet steel, with a 4mm steel chassis. The front wings are sloped to allow a better view for wheel placement, and the engine was moved back for better weight distribution. In 1964 a limited-slip diff axle was produced as an option (a first in France at this time), and a Leyland diesel engine was offered, which gave a usable power increase.

Tracteur Cournil 1965

In 1968 with the creation of British-Leyland, Cournil were offered the Land Rover 2.25 litre diesel engine. It was fitted to around fifty JA2 models, though another engine from Ricardo was also available.

In 1970 Bernard Cournil's son, Alain, took over the company, and from 1971 to 1977 produced 50 - 80 vehicles. 1976 saw negotiations start with Gevarm, Stemat, and UMM for the production and sale of the Cournil 4x4 design. In 1977 Gevarm Gévelot group took over the company and manufacturing was transferred to Saint-Germain Laval. Soon they were selling Cournil 4x4s to local authorities and government bodies. UMM were given a licence to produce the Cournil in Portugal. As part of this licence agreement however, they were not allowed to sell their vehicles in France. In 1980 the Gevarm business was acquired by the Société I.D.M.I. company (SIMI) who produced the SIMI-Cournil and in 1983/84 the vehicle was briefly renamed as the Autoland. In 1985 Auverland took over the business and after this the vehicle was marketed as the Auverland.

UMM- UNIÃO METALO MECÂNICA s.a.

In 1977, Lisbon manufacturer UMM started production of Cournil 4x4 vehicles in Portugal. UMM saw the potential of the design and set about making some of their own changes. The first UMM models were named 'UMM-4x4-Cournil' and were available in three versions, the Randonneur (a rare version), the Tracteur (a pick-up version of the Randonneur), and the more common Entrepreneur. The vehicle was now powered by an Indenor-Peugeot 2.1 litre diesel engine giving 62 PS, matched to a Peugeot 4-speed manual gearbox. The transfer case was built by UMM in-house. In 1978 UMM and French builder Gevarm had a disagreement and UMM began sale of the UMM-Cournil in France. Gevarm continued to make and sell their own version of the Cournil design.

In 1979 UMM launched a redesigned vehicle, now called the UMM 4x4 (also known as the UMM Transcat). It continued to use the 2.1 litre diesel of the UMM-4x4-Cournil model, but was available in only one trim level, The Entrepreneur.

In 1982, The UMM 4x4 was given bigger doors and a new Indenor-Peugeot 2.3 litre diesel engine, giving 66.5 PS. The chassis was tweaked also. UMM vehicles were entered in the 1982 Paris-Dakar Rally. Three UMM 4x4s start and all three complete the rally. UMM 4x4s are entered in the rally each year until 1985.

In 1985 UMM launched their improved UMM 4x4 version, the Alter. Fitted with a new 2.5 litre Peugeot diesel engine giving 76 PS, and restyled bodywork, especially at the front. In December UMM renamed their French sales arm 'UMM France' (formerly UMM-Cournil).

In 1986 the Alter II was launched. It featured a new Peugeot 4-speed manual gearbox, a new UMM transfer case and a new suspension in a 100" wheelbase, leaf-sprung package. The engine was carried over from the original Alter model. Although it was a new model it was very similar to the previous one and it is very difficult to distinguish the differences. Deliveries of the Alter 2.5D model continued in France, solely available with a 4 speed box, Peugeot XD3P diesel engine and drum brakes on both axles.

France would become UMM's main export market, followed by Angola and the other Portuguese - speaking African countries, the United Kingdom, and in lesser scale Spain, Germany and Holland. In France, due to its solidity and Peugeot mechanics, the UMM became popular and was used by many government bodies and local authorities. UMM France also supplied customers in French Overseas countries, such as Guyana. French company Heuliez signed a production agreement with UMM, offering a modified Alter to the French Armed Forces. The French Army preferred to continue to buy the G-wagen-based Peugeot P4, but the Gendarmerie purchased Heuliez-UMM vehicles.

Heuliez-UMM - ex Gendarmerie

In 1987 a new facelift was made. Alongside the 2.5-litre naturally aspirated diesel engine, it was now available with a new Peugeot 2.5-litre turbo diesel engine, new 5-speed manual gearbox, ventilated disc brakes in the front axle, power steering and a Momo racing steering wheel.

In 1989 the Alter II was now available in a 121" long wheelbase for the pickup and soft-top versions.

In 1990 there was a crew-cab chassis option offered for the long-wheel-base model, and a chassis-cab version also became available. Some of these models featured a new steering wheel that came from the Peugeot 405. 1990 also saw the UMM enter service with Angolan Army, who used it in great number in the civil war.

September 1990 saw the UMM Alter II launched in the UK at the Birmingham Motor Show, initially with four models on offer, Station Wagon, Soft Top, Pick-up and Hard Top, all powered by Peugeot 2.5 litre diesel engines with the option of normally aspirated or turbo versions, the latter developing 110bhp at 4,150rpm.

1991 The UMM Alter II is developed and marketed as a firing platform for Milan and SS-11 missiles. Chile, The Netherlands and Belgium trialled the vehicle, but no firm orders were placed.

In 1992 six models were fitted with BMW engines. Four models were fitted with the M21 2.4 litre turbo diesel engine producing 116 PS, one model with the M51 2.5 litre tds engine giving 145 PS and one model with the M50 2.5 litre petrol engine producing 192 PS.

1992 also saw UMM begin development of the Alter III, a more modern SUV style design, with independent suspension and a high level of equipment (including air conditioning and electric windows). The prototype of the UMM Alter III was presented to the public at the FIL auto show, gaining the attention of the press. UMM ran into financial difficulties however, and the Portuguese government decided against a bailout. Just three of the Alter III prototypes were built.

UMM Alter III Prototypes

1993 saw another facelift to the Alter II. This one provided H4 halogen headlamps, a redesigned dashboard, new door panels and new shock absorbers. Some of the electrical problems were also solved. UMM tendered to supply the Alter II to the GNR (Portuguese National Republican Guard (Guarda Nacional Republicana)), the gendarmerie of Portugal. They lost the tender to the Nissan Patrol model, which was being assembled in Spain, but the Portuguese Army ordered some for use overseas.

1994 Beginning of the reorganization of the company and the end of mass production of the vehicles. The Alter II continued to be available by special order only.

In 1996 UMM stopped building the Alter II for private custumers.

In the year 2000, UMM launched a tweaked version of the Alter II, the Alter 2000. With a new 2.1 litre Peugeot HDi turbo diesel engine, it was more quiet, fuel efficient and torquey. Also the suspension, the brakes system and interior (mainly the dashboard) were revised. It was available in several trims and chassis configurations. Only 25 cars were made however, and most of these are still in Portugal. The last UMM vehicle left the plant in 2004.

The last UMM to leave the factory

In 2005 UMM left the automobile sector. From October 2005, Europeças became responsible for the distribution of UMM spare parts world-wide.

UMM in the UK

A few UMM vehicles had reached Britain between 1983 and 1986, badged as the UMM Transcat, but the vehicle found few buyers. Between 1986 and 1988, the long wheelbase Alter I was available, and then a year later SMC picked up the franchise and started bringing in the improved Alter II models. A further revitalised range was announced in 1991, the majority of vehicles in Britain being of this type. During 1994 however, with UMM in trouble, UK imports of the UMM Alter II ceased.

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Bedford RL Truck

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Category: Interesting Vehicles

Written by Site Admin

The Bedford RL was the British Military's main medium capacity truck, built by Bedford Vehicles, from the mid 1950s until the late 1960s. Originally conservatively rated at 3 tons, all RL GS (general service) trucks in British Military service were, at a late stage in their service lives, re-rated at 4 tons without any mechanical modifications; the weight referring to its rated cross country payload weight. The last Bedford RL rolled off the production line in the early 1970s, and all together a total of 74,000 were produced.

Many specialist variants were also built; including recovery vehicles, mobile workshops, radio vans and cable layers. The RLHZ 'Green Goddess' fire appliance was also based on the RL.

Bedford RL Recovery. Pic by Dave Neeson 2010

The RL and it's variants continued to serve alongside the later Bedford MK and Bedford TM trucks until well into the 1990s.

The Home Office also purchased a large number of these vehicles, kept in reserve for any national emergency. All have now since been disposed of, many having less than 2,000 miles (3,220 km) on the clock.

The RL was powered by a 4.9 litre petrol engine producing 110 brake horsepower (82 kW; 112 PS), although some were fitted with diesel engines.

Vehicle pictures, further info and links wanted

Minerva C-22 "Tout-Terrain"

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Last Updated on Wednesday, 18 May 2011 20:22

Written by João Ferreira

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Here are some photos of a rare Minerva I saw recently in Lisbon. The registration plate is original and dates the car from being sold in Portugal in 1957.

A friend told me that the Minerva was sent new to Portugal for evaluation by the GNR, a kind of police force for rural areas, but the government opted for Land Rovers. It’s a miracle how it survived.

João Ferreira