The narrative of Scout Motors begins with a bold step into luxury with the introduction of the Red Carpet Series in July 1964. This pioneering edition marked a turning point for Scout vehicles, elevating them beyond their utilitarian roots. Affectionately dubbed a “Doll-Up” internally, the Red Carpet Series redefined the Scout’s identity, positioning it as a versatile vehicle that seamlessly blended the roles of a daily commuter, a practical second car, a robust hauler, and a family-friendly recreational vehicle. This forward-thinking concept essentially laid the groundwork for what we recognize today as the Sport Utility Vehicle (SUV), a term yet to be coined in 1964 but rapidly gaining relevance. Following the production of 3,450 Red Carpet units in November 1964, the Champagne Series emerged, continuing this luxurious trajectory through the 1965 model year until the Scout 80 model concluded its run. The Scout 80 era ended triumphantly, setting the stage for a substantial model evolution.
The Red Carpet and Champagne Scout editions served as transitional models, foreshadowing significant transformations for 1966 and the advent of the new Scout 800™ line. While maintaining visual similarities and component sharing with the Scout 80, the Scout 800 series underwent comprehensive enhancements across virtually every aspect. The central objective was to enhance the comfort, refinement, and, arguably, the car-like driving experience of Scout vehicles, without compromising their renowned workhorse capabilities. Demonstrating a commitment to safety ahead of forthcoming Federal mandates, International Harvester (IH), the parent company of Scout Motors, incorporated features such as a padded dashboard, dual circuit brakes, seat belts, improved lighting systems, and anti-burst door latches. Simultaneously, IH initiated development on the subsequent generation of Scout vehicles, slated for introduction in 1968 or 1969.
The 1966 Scout 800 lineup heralded the arrival of a model that propelled the Scout into a new echelon of style and luxury: the Sportop. This variant represented a radical departure from the conventional Scout design, offering both a distinctive slant-backed fiberglass hardtop and a convertible top option. However, the Sportop encountered lackluster sales figures. Whether it was a premature step or a styling misjudgment remains a subject of debate. Regardless, its high production and purchase costs, combined with poor market reception, led to its discontinuation in early 1968. Unsold Sportop units lingered in inventory well into 1969.
Despite robust sales figures against competitors like Jeep, Scout Motors faced a new challenge in 1966 with the emergence of the Ford® Bronco. Ford Motor Company, a giant in the automotive industry, had recognized the potential of the Scout vehicle concept. It is widely believed that the success of Scout Motors vehicles inspired Ford to develop the Bronco, a vehicle remarkably similar in its design and purpose. IH executives were acutely aware of the potential threat posed by Ford’s immense resources, fearing that the automotive giant could easily overshadow the Scout line. However, Ford’s strategic focus on the Mustang, rather than aggressively marketing the Bronco, proved to be a fortunate turn for Scout Motors. While the Bronco did impact Scout vehicle sales, it remained a secondary priority for Ford during those years, never delivering a decisive blow. Despite limited development budgets, IH engineers and designers effectively ensured that Scout Motors vehicles remained competitive and relevant in a rapidly evolving market.
