71 scout 800 inline 6 to 74 345 V8

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Bklynspringer

New member
I recently purchased a 71 Scout 800 with an inline 6 motor. It will need some work, however, I have a 345 v8 out of a 74 Scout 2 that I would love to switch out of possible. A friend of mine insists Scout motors are all intecaingable but can someone tell me for sure if I can do this? And if so, what will I need to do it properly.

Also, how can I figure out what size engion I have and how can I tell if my transmition is original or not?
Thank you
owen
 
If stock, your I-6 is not an International engine. It would be an amc 232. IH didn't have any I-6 engines that were modern and light weight enough to be appropriate for the Scout platform, so they sourced 'sixes' for the Scout from their direct competitor. Kinda weird, but that was their solution. Because it has an I-6 configuration, the engine bay would accommodate the 345, but the engine mounts will be different. There are likely to be radiator size and/or plumbing differences between I-6 and v8 as well. As for the transmission question, you didn't tell us anything about what you have, but the bell housing is bound to be different since the engines are from different manufacturers.
 
It is doable. But it's not a direct bolt in. Motor mounts are located differently between the two motors. And the bell housing on what ever transmission you have won't directly bolt to the 345. I just confirmed this a few weeks ago. I have two defunct 727 autos that came bolted to the 238 straight six. I just finished rebuilding the 727 for my 72 yellow Scout which has an sv345. And there was some noticable difference between the two bell housing.

The transmission cross member should work without modification.

Ohhh - I think your current radiator just might work for the 345. But unconfirmed on my part. From memory it's extremely similar to the v8 version.
 
Thank you for responding. You confirmed my suspicion, I didn't think it could be as easy as that.
Would you know then, if I dig up a transmition and transfer case from a Scout 2, and provided I can change the motor mounts, will all of that and the v345 bolt into a Scout 800? I need my transfer case rebuilt anyway.
 
Considering that I have wrenched on two separate 69 Scout 800's that had a 304 and 266, I don't see why a 345 couldn't fit in your 71. Basically, since you currently have room for the l-6, you should have room for the v-8. Also, not sure of your welding skills, but if you dive into the swap to the 345, good welding skills with a decent welder is required to burn in the new motor mount brackets onto the frame.

If we were talking about a 62-65 Scout 80 model, then there is more work and modifications involved in order to swap in any type of v-8 motor.

I don't recall, off my feeble memory, about the transfer case bolt pattern in the 71 model yr. But if the one in your 71 has the texas style bolt pattern, like the 72-80 Scout II's, than you might be able to use your current transfer case, to save a few bucks. Providing that it has the same spline count input as the output shaft of which ever transmission you choose.

I have seen adds in the classified for both trans and t.c as a package deal.
 
Basically concurring with kimball. The 345/392 blocks are a direct fit into an 800 bay that had a 266/304 to begin with and should only require motor mount modification to fit an I-6 model. They are slightly taller and wider than the 266/304 blocks, but 800 hood clearance is ample. The critical dimension is distance between radiator core support and firewall. There would be clearance issues to overcome if we were talking about a v8 swap into an I-4 model. As far as I know, all Scout 4x4 t-cases were of the reverse texas pattern regardless of engine/trans combination. I believe the single-stick d20 was the primary flavor by 1971. I don't see why you couldn't swap the whole sii package over. If you're dead set on the 345, you already know you need the trans to go with it, so that's two thirds. Might as well go all in at that point. Just be advised that you could also be facing some mods to the trans cross member and some drive line length issues. Nothing that can't been overcome and hasn't been done before. When you start making wholesale changes like this, there's a tendency for things to be affected on down the line. As long as you're aware of it and unafraid, then go for it.
 
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