School me on International 345!!

Times 2 on gas mileage. Be sure your rig has a trailer hitch. You will use it to tow the tanker that carries the fuel.

 

Remember, this series of engines were designed in the late 50’s when gas was cheap. Harvester used this engine until 1984 when Tenneco bought up the AEG (Agriculture Equipment Group) and left the truck division to become Navistar International. It was replaced by the 6.9 Diesel.


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Sort of correct. When the Scout was discontinued, the volume of gas engines dropped tremendously. The 6.9 IDI Diesel was developed using most of the relatively modern MV (404, etc) tooling, with the objective of converting the school bus and the light end of medium duty market to Diesel. The SV tooling was scrapped. Construction and ag equipment was virtually all Diesel by the time the Ag Equipment business was divested to Tennaco.

There was really no other choice, as it was tremendously expensive to continue development of the SV engines to continue to meet emissions requirements. The upper end of the medium market was already converting to Diesel, with the DT466.

The 6.9 and later 7.3 sold over two million units, and was pretty much responsible for converting the school bus and light medium truck markets to virtually 100% Diesel over the next few years. Pickups followed.

Sadly, one of the victims of this was the Big Block Chevy.... with the availability of inexpensive small Diesels, the market for big gas engines in trucks and busses disappeared and the 454 et al became orphans.

 

Borowski Race Engines built this 6-71 Blown 345 a number of years ago. Custom Intake Manifold, and all sorts of fun. I am sure it wasn't cheap, but the 345's strong bottom end probably lended itself well to this endeavor.

 

Yep, my friend had a 3/4 ton with the big V8, and he got the same mileage going straight up or straight down, but it would effortlessly tow his big boat anywhere he wanted to take it.
Reliable, but slow.
Bob

 

Medium trucks and school busses were powered by the torque monsters for years until the diesel came about. The IH gas engines surpassed the gm 366 big blocks in the medium duty trucks in bottom end power even with the 5 speed trans with two speed rear ends the IH were the trucks to drive.

 

Finn, I agree completely, I just meant that the 6.9 took over as the base engine for the S-Model line at the time, when the 345 was discontinued.


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We had a 345 in our shop's service call truck. One day it began knocking up in the front of the engine. WE pulled the water pump and timing cover to find a tooth knocked off the crank gear. Never did find out why. We chalked it up to factory defect, fixed it and it never gave us trouble again.
They make great street sweeper engines.

 

Had a 4x4 Travelall(392, then 345 when the 392 cam bearings went away suddenly & 2 rods fornicated themselves + the crank journal, too), & a 4x4 Traveler (345) as daily drivers for wife n myself. Nice driving toys. Very fun & effortless to drive, due to the almost full torque just off idle @ 1500rpms, all the way to redline, 3600 rpm & 3900 rpm. Got spoiled real quick-like. If you *need* another easy 1000k rpm, use big block chevy or chrysler valve springs(I'd have to go look it up). After you finish laughing, IH rated their redline as to what the engine could do when towing 20,000+ lbs, up a hill, flat-footed, all day long. & not get hurt. Fuel mileage wasn't great, but I got ~ 13 empty/10 towing on the Travelall, & ~16 on the Traveler. I thought that was extra shitty, until I asked around on my friends 4x4 chevys/fords/dodges. 10 -> maybe 16 were the replies. Still shitty fuel economy, but no worse than it's alternatives. & the IH wasn't working hard at all. Rust issues, well... ;( . I quit driving them due to fuel costs & the 100 mi daily round trip I do each day for work alone. Parts aren't hard to find, you just go to different places than some flaps. Napa is one, & there's a half dozen+ that specialize in IH's. Just mail order. On the Binder bulletin, there was a guy, DaveSR, iirc, that hopped a couple SV mills up for tractor-type pulling. Was racing against Rodecks/etc & having some trouble beating them, although was the crowd favorite. Don't know iffen the hop-up info, home-ported heads, cam grinds, pistons, etc, that he put out there is still on that site since they had a major crash from a virus iirc. He did have a youtube vid out, the noise that SV made will uncurl your hair, but leave you w/a smile forever. I like 'em.
Marcus...

 

Stick it in a Chevy something and listen to them whine!

 

Am I seeing things or does that blower pulley have a lot of runout (at about 1:00 minute)? Sure looks like it.
On another, almost off topic note, I had a 304 in a Scout that was the smoothest running engine I've ever had. Only issue I had was IH didn't have their electronic ignition model perfected, and I went through a couple of those. Low revving, but that S.O.B. would pull!
A friend has a 392 with a 700R4 behind it (with transfer case) that makes a really nice combo.

 

Don't put it in a car.

 

Cj5's have 345 ihc

 

That is a new "fact" to me - please provide some reference.

 

304 AMC v8 is the only v8 I've seen from the factory in them.

 

No CJ ever had an IH engine.

 

I can tell you how tough they are. I was service mgr. for a Ford dealer in 1970. We had a truck in the shop for a replacement engine (345 IHC). The mechanic got it all installed and fired it up. Ran it a couple minutes but the oil pressure never came up. He told me we got a bad engine. I pulled the dipstick and it was dry. Mechanic thought a new engine came with oil in it. We put oil in it and it sounded fine so we decided to let it go and plan on warrantying it if it went bad. Never saw the truck again.

 

The AMC 304 and the IHC 304 are very different engines - with very different bellhousing patterns.

 

I wasn't saying they were the same, just that the only factory v8 I've seen was the AMC motor.

 

As far as I can remember, the only V-8 AMC motor used in an IH was the AMC 401. If I can remember correctly, IH called this motor the V-400.

The Scout II was available with AMC straight 6 engines. Quite possibly, an AMC 304 V-8 was swapped in later.

I'm willing to admit that I'm wrong if you have a good reference.

Russ

 

Just trying to agree with you, the AMC I6 was used in the Scout along with the half V8 152 and later 196 4cyl and the IH 266/304/345 v8's and nissan diesel. The 266 and 304 share the same block while the 345 is a longer stroke taller block. All 3 are heavy built like truck engines.

 

OOPS, guess I read your post wrong.

The tall block was also used in the 392 V-8. My Scout II came with a worn out 392. When my pickup got totaled, the fresh 392 got swapped into the Scout II. Really woke up the Scout...
Russ

 

This is a god synopsis of what happened. My father worked for IH for 30+ years, as well as 2 of my brothers worked for them in the last days before the crash, and I joined the company after the construction equipment division had sold to Dresser, I worked for them for 15 years in the service dept. I was factory trained on the 6.9 as well as the DT466 and also the "Cummins" B series (& C series and others). I still have the manuals from class somewhere in my files on the 6.9. My dad bought the first year Ford pickup that came with that engine, was it '83/84? We put a Banks turbo kit on it, wow! What an engine! That truck pulling his 5th wheel TT would outrun any RV on the road back in the late 80's. It would only run 65 mph tops on flat land, but when the hills came up the speed hardly dropped at all. What an amazing machine that was!

I owned a 1973 1210 w/ a 345 for a number of years, till my oldest boy crashed it and I let it go rather than fix it, that was probably a mistake. IMO the IH was the best looking pickup on the road, and was twice as tough as any competitor at the time. Twice as heavy too.

 

I have a 345 in a 75 pick up, couple things that I have notice right away. Drink alot of fuel. They have 2 or 3 different types of distributors on the same vehicle and this goes along with some other components of the engine, my engine is pretty much emission out with all kinds of stuff that makes it run poorly and last the right side exhaust manifold is prone to cracking due to water dripping on it, I don't know where it comes from. I would not waste any time or money on a 345, mine only has 40K and requires maintenance every three months. On the positive side, built to last.

 

Never heard of the cam bearing problem. Will be pulling my 345 out of my IH Scout Traveler soon so I can get the body mounted on my rotissarie. I think my flathead will out rev the 345 boat anchor! Lol!
The poor gal sits outside while I use my garage as a makeshift paint booth for engine parts on my speedster build.

 

My Grandpa used to drive IH pickup trucks; he traded them every two years until they stopped making them, then he switched to Chevrolet.

When I was in the Air Force, our shop had a 1 1/2 ton IH truck with a flat bed and a V8/automatic. I remember it had a Holley two barrel on it and the 1-2 shift felt like it had a shift kit in it! Loads of torque, used it to haul some pretty heavy stuff. The only problem we had with it was a hot start issue, so we kept an old screwdriver in the glovebox to short the starter solenoid. It was considered "vehicle abuse", but they wouldn't let us put a Ford solenoid in to fix the problem, either.

 

Ok I’m the son of an International dealer and I’ve never done hallucinating drugs. Two things that I think will allow my comments to have some weight. Our business and family used Scouts a lot from the early sixties until the biz was sold off by 1982. Yes I grew up in an IHC family, sweeping the floor after school, politely chasing the customers kids off the Cub Cadets in the showroom and working my way up to parts counter assistant while going to college. Over the decades some myths have grown. I think a lot of younger folks get the Scout and especially the limited build SSII mixed up with Jeep line. Thats how these IH engines in a Jeep rumors go. As others have stated, Scout used the Jeep six in the early 70s as a gap filler on the option sheet. I can’t remember the exact years cause it’s been too long and that’s what Googles for. They used the 152/152 Turbo/196 “ half a V8 slant fours. The 266/304 and 345 V8s. Before they bailed on the full size pickup market the big pickups used the 392 also. They had a shortage of 392s for some reason probably a strike? That’s why the 401 AMC got used for a brief moment. I vaguely remember something like that. We had a 1968 crew cab with a345 and a five speed ( Yep you could special order the huge box used in some medium duty’s in the pickups.) and 4.88 gears. That thing outlasted our business. Pop sold that to a collector in the 90s to be restored. The engines are WORK engines. True draft horses of their time. Oh and no IH V8 engine ever sat in a Jeep unless someone put it there long after AMC built it. The blocks so heavy I keep seeing this mental picture of a CJ5 with its nose on the ground. Stock AMC front end would not hold it up you would have to swap in the Dana 44 and Scout springs and all. Even then I’m thinking serious Sawzall work for the body. Lol. Stay safe and keep wrenching friends. Nice site here.

 

I think you are off 2 cubic inches how about the AMC 343

 

The AMC six cylinder in the Scout and 401 in the pickups were there simply for cost issues. It was cheaper to buy engines from AMC than to continue doing required emission development and certification on the low volume, expensive to produce Indianapolis built four cylinder and 392 engines that were designed for medium duty trucks.

 

If it's heavy and slow call it a Torque Monster, lol....In the late 70's I worked in a school bus garage for 5 years. There was about 60 buses, half IHC 345 and the half Ford 361's...The empty buses weighed 18,000 pounds... The Fords were faster than the IHC loaded or unloaded...The FE's started to smoke at about 90,000 miles,the 345's lasted longer...
A few 345 engines lost a piston from failed head gaskets squirting coolant into the cylinder...