The Executive Members David Elsom (President) 0428519496 03 53858230 Fred Wright (Vice President) 03 5189 1221 Janet

Staben (Secretary) 03 56597231 Ivan Gregory (Treas) 03 9763 2375 Ivan Staben (P/R & Membership) 03 5659 7231 Ken Sellars (Editor) m 0427431600 h 03 52431600

Page 2 email:dkelsom@yahoo.com.au email: truk@aussiebb.com.au email:staben@dcsi.net.au email: ivang@bigpond.net.au email: staben@dcsi.net.au email:Ken345AJeanette@gmail.com

Please address all correspondence to The Secretary 2785 Main South Rd. Poowong East Victoria. 3988 Payments, fees etc. The Treasurer-Unit 106 Waterford Valley Lakes, 175 Kelletts Rd. Rowville Vic. 3178 or by DIRECT DEPOSIT At a Commonwealth Bank BSB: 063 709 Account #; 1004 4609 Acct Name; International Scout Owners Club Victorian Division Inc. BUT please put your name in Ref. Section OR contact the Treasurer and let him know! Spare Parts: Any of the members will assist with spare parts enquiries. Stocked parts are listed on the club websites. Websites: Vic.www.isocvd.com NSW.www.isoca.com.au Queensland.www.internationalscoutownersclubofqld.com www.ilmo.com.au

Presidents Report Hi What a great long weekend at Glenmmagie thanks to Ivan & Janet S for all the home work, the arrangements with the Lake Caravan Park and all the trips Licola , Dargo etc. We have been busy at work in between catching up with Glen W about September at lake Hindmarsh/Wyperfeld National Park all is good for 4 mile beach at Lake Hindmarsh near Jeparit. Ive been talking to two prospective members about parts and membership. Greenhill Lake should be a good weekend also there is a few things that we can do like a drive to many of the National Parks or around Ararat some lunch somewhere and then a Ford car collection and extensive gardens with afternoon tea and a quiet evening ,Sunday arvo could be the rail museum . It will be cold so if you have a heater bring it and the means to run it, not sure about drinking water (there is a tank) camp fire will be the go there is a few wood cutters around Ararat so we might get a trailer load? All is good this end. Dave. President.
From the General Meeting at Glenmaggie April 1st 2012 1. Meeting scheduled 8th July, to be changed from Geelong to the general area of Bendigo. A location other than a caravan park to be sought for freedom, cheaper rate and to allow dogs. Information from members on suitable locations welcome. 2. 9th September to be at Lake Hindmash in the Wimmera for visit from ILMO members of South Australia. 3. President David to seek information in regard to our website with a local (Donald) webmaster. 4. The situation of the NSW club was considered and a message of our support and any help to be conveyed. To be dealt with May 20th 2012 General Meeting at Green Hill Lake 1. Unfortunately an email from ILMO arrived after the 1-4-12 meeting re. dates of Bi-Annual Meeting at Flinders Rangers which reads; We have decided to put a number of date options out to the ISOC community and see what feedback we receive to then determine the preferred dates. The options as we see it are: OPTION 1: Monday 11th March - Friday 22nd March (but in years previous to 2012 has been a heatwave period in SA) OPTION 2 (EXISTING DATES):Monday 1st April (Easter Monday) - Friday 12th April OPTION 3: Monday 29th April - Friday 11th May (heading into the cooler months and later in the year than the Biannual gathering is most often held) If you may attend, PLEASE advise us of your preferred dates on or before the meeting on May 20th 2012. 2. Finalise location details for 8th July 2012 meeting somewhere in the vicinity of Bendigo. 3. Arrangements for the meeting at Lake Hindmarsh. (Tinnies &Yabby nets) 4. Outcome of NSW meeting regarding future of the club. #

Note; Official response re; water at Green Hill Lake, is No drinking water on site. Photo on right; Aircraft is flying towards Ararat, Western Hwy is diagonal near bottom of photo turn right opposite the # sign on this page, in to the lake then anti-clockwise to Ararat side of ablution block, ISOC camp to be between track & waters edge.

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Ron & Eleonora used to be Land Rover people and Ron had carried out many modifications to their Land Rover to enable them to participate in the more extreme off-roading he and Eleonora did most weekends. Ron experimented with differentials, transfer cases, gear ratios, altered and rebuilt just about everything for the trips into the Victorian High Country or the depths of the Ottways Ranges where I have known offroading devotees to be unable to extricate themselves for a couple of days. In one instance involving Ron & Eleonora one packet of biscuits had to keep a group of them from turning into cannibals and Ron remembers one of the coldest nights he has ever experienced, when a day trip took longer than expected. These were the days when Ron & Eleonora as foundation members of Geelong Four Wheel Drive Club, had among their friends Phil Neil another extreme off-roader who certainly did not discourage Rons urge to go where none had gone before! In fact the opposite seems to be the case with Phils involvement in some of the Land Rover upgrades. Then International Harvester made Scout V8s available and Philip Neil opened an IH Scout dealership in Grovedale just down the road from our home. Phil began turning up for the bush trips in a Scout and was quite happy to demonstrate the Scouts ability to deal with driving in challenging conditions causing the competition to pale by comparison. Needless to say this soon related to good sales figures as Phil Neil became known as the bloke to buy an IH Scout off. Such was his reputation that in a competition conducted by International Harvester with the prize being a trip to USA for the Australian dealer selling the most Scouts, Phil was already packing his bags when another large IH dealership are said to have registered Scouts on their show room floor in the name of the company and pipped Phil at the post. True or not it is illustrative of the numbers of Scouts going to their owners from Grovedale Vic. And our club has other members who have been Phils customers. Certainly up till the 1990s it was usual to see Scouts in the parking areas at the Grovedale shopping centre near home and in Belmont and Waun Ponds, and on the roads around Geelong, but I havent seen a Scout out and about in the Geelong area the last several years. So it was that when Phil offered Ron Gregory a good deal Ron & Eleonora bought their brand new Traveltop which then opened the off road way to the potential to tackle tracks such as the Widow maker over the ridge into Wonnangatta valley or around the outside fence of Anglesea Testing facility as well as other locations to make your hair stand on end. For those who dont know Anglesea Testing facility its where vehicle design is tested, particularly four wheel drive and heavy vehicles, angles of ascent, descent etc. basically a Commando Course for vehicles which used to be the International Harvester Proving Ground back in the good old days. The Proving Ground was developed from 1,161 hectares (2,5556 acres) at Wormbete near Anglesea in Victoria near the Otway Ranges and became the largest automotive proving ground in Australia. Now owned by Linfox but still used for its original purpose. It was quickly discovered by off roaders as providing some extreme challengers going around the fence line particularly in winter. It is so dangerous that authorities have tried their best to stop the activity, but Ron included a run around the fence on proposed trips when the club camped at their property at Birregurra however after a week of steady rain beforehand he dropped that idea. Our club visited the Anglesea Proving Ground some time ago and the members that went were quite impressed although very few would have imagined Ron & Eleonora happily spending afternoons slipping, sliding and sloshing off-roading in that country.

Page 4 Trip Report Glenmaggie Gathering March 30 -April 5 2012 Three Scouts, containing Ivan, Sue, Ken, Jeanette, Fred & Elaine camped at th Willow Ponds 48 hour freebie (right) near Rosedale on Thursday 29 then travelled together to Lake Glenmaggie on Friday morning, being joined there by Ivan, Janet Jim, David, Glad, Wayne, Lyne & Cody, and one other member. Our camps were set up fronting the lake. (photo left) Saturday 1000hrs we followed Ivan and Janet for a day trip including a look at Montana a private camping park on the Macalister River where they have stayed. On the way to Licola, Cheynes Bridge Camping area was suitable for caravans and did have drop toilets, but is used as a base for trail bike riders heading off into the bush. At Licola next to the Macalister River where we had lunch some of the blokes were particularly helpful to a young woman who had lost her man?? We emerged from this encounter without losing any of ours although a married one was said to be on shaky ground! Some inspected the Lions Club facility and the Chapel that had been relocated there by truck on the very scenic winding road, quite a feat in itself. Licola is virtually a Lions Club Village owned by the Lions Clubs of Victoria and southern NSW utilising the Licola Wilderness Village to provide camps for disadvantaged children and special needs groups in a wonderful bush setting. And they have been doing so for over 35 years! Afternoon a trip to the horse paddock provided insight into other activities of Ivan & Janet while also allowing us as did the entire days outing, to check out the numerous free camping spots along the way, with quite a few having family camps set up as the school holidays had started. Indeed that was the theme of the planning for the day trips that Ivan & Janet had carried out in the weeks prior to our visit. Monday a bit after 1000hrs we set forth to Valencia Creek Park a private camp ground in a farmers bull paddock, well at least that is what the new owners wanted to return it to according to the manageress, however the bulls or the people have a reprieve and the park is continuing for camping and children or inquisitive adults are welcome to view and have some participation in milking etc. while staying there, and they were booked out for Easter. Michael used to bring his Scout there regularly prior to it being taken by the aliens. Stopped for lunch at Briagolong a rural subdivision area with many resident artists. The rolling hills were green the dams full and the streams flowing, in areas we visited which is basically inland central Gippsland. Quarry camp already had quite a number of campers and Blue Pools had been getting used although Sue vetoed it for us to move to due to having no door on the toilet. But Cowwarr Weir looked like an autumn calendar photo and a very nice freebie with toilets cleaned daily as well as being fitted with doors! However as the Glenmaggie proprietor dropped the club price to $10 a head per day everyone decided to stay put until the Easter invasion. Tuesday it was Dargo Pub for lunch after driving through the hills covered in dry forest vegetation. The dark brown or reddish soil is not deep over the clay subsoil and slightly acidic which does not retain moisture well so the trees and understory plants reflect this aspect. There are dry rainshadow areas as well as lush and emerald green. Lunch seemed to be enjoyed by everyone regardless of meal chosen and the rustic dcor suited the location. Ivan & Janet Staben put a lot of effort into our stay in central Gippsland from initial reconnaissance, to planning and leading trips and even gathering firewood, and the club sincerely thanks them.
th th

NEXT MEETING May 20th 2012 at Green Hill Lake Ararat. (Photo right by Aussi, 2010)
Right hand turn travelling West off the Western Highway Green Hill Lake is located 4.89kms East of Ararat, 31.15kms South East of Stawell, 35.89kms North East of Willaura and 38.96kms North West of Beaufort. Green Hill Lake an area of 260 hectares. A concrete walking and cycling path runs from the city to the lake. The lake is known for its redfin and trophy trout fishing. New stocking started and 3000 rainbow and brown trout, about 15cm long were released in Sept. 10. Another 4000 trout of the same size released July 11. Give a bit of time and trophy trout will again be the go. Camping is available at the lake. There is no need to book as there are acres of camping places. There are no powered th sites but solar hot water showers are available in the amenities block. At 27 March 2012 there is no compulsory fee! But a donation of $5.00 per car is requested. Eight solid fuel BBQs have been placed around the lake and there are four different shelter buildings. Do not expect to find firewood in the lake reserve! And note it is an offence to collect firewood from road reserves. Bags of firewood can be purchased at the Service stations $11.95 per 15KG bag. An RV black water dump point is located in Ararat in Alexander Avenue opposite the Alexander Lake and gardens. The lake has two boat ramps and a pontoon and caters for skiing, fishing and sailing boats, swimming, bird watching, canoeing and walking. Many planted native trees have created bush land type settings around the area and have attracted many different bird species. Ararat has a thriving shopping centre with everything visitors would require and is close to the Grampians, Mount Cole Park, Langi Ghiran State Park, many wineries and tourist attractions such as Gum san Chinese Heritage Centre, J Ward gaol for the criminally insane, Langi Morgola Museum and the Railway Heritage Museum. A volunteer to plan and lead a Saturday 19th trip is needed, if willing please contact David, 54971805 or 0428519496

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The strange geometry of the Gleason Impossible Differential! from an article in Popular Science Feb 1984

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Constantly responding to changing road conditions, this unique differential automatically varies the distribution of torque t o a vehicle's rear wheels. Result: two-wheel-drive traction approaching that of a four-wheel drive. It could make its Detroit debut in 1985. As I approached the stop sign, I noticed an icy patch on the street in front of the left side of my International Scout. Several cars had already spun their wheels on the ice, and it was polished to a slippery, glassy smoothness. I had recently installed one of the new Torsen (torquesensing) differentials in my four-wheel-drive Scout, and this was a perfect opportunity to test the maker's claims. In two-wheel drive, I gently accelerated and began to turn. The left rear wheel was now on the ice, but it didn't slip. I pushed harder on the accelerator. The rear tires grabbed, and I maintained a perfect arc through the intersection as if there had been no ice at all. Throughout the winters of 1981 and 1982, I never had to use four-wheel drive. The amazing improvement in my Scout's performance was due to the Gleason Torsen differential. This uniquely designed differential applies torque to both rear wheels and distributes torque as required. It will deliver as much as 90 percent of the torque to one wheel, with 10 percent going to the other. The new differential has been proving itself in vehicles ranging from Mario Andretti's race car to the U.S. Army's Jeep replacement. And Detroit is definitely interested. The way engine power is conveyed to the wheels by the drive train affects the way a vehicle gets traction on a road surface. Most of us know about the first two components of the drive train: the engine and transmission. The third part, the differential is not nearly as familiar. That part has traditionally been a major source of mysterious traction problems for many cars. To understand the characteristics of the Gleason differential, it is necessary first to review the "differential problem," as engineers describe it. The problem stems from the basic nature of powerdriven wheels on axles. The best way to propel a vehicle is with power to both wheels. But in many situations, the wheels are not turning at the same speed. For example, when a car makes a left turn, the inside (left) wheel makes a smaller arc than the right wheel. The right wheel must travel farther, and the differential must "differentiate," or compensate, between these two arcs. If both wheels were solidly driven by the drive shaft (as on some dirt-track racing cars) and the vehicle took a sharp turn, the tires would skid, squeal, wear unevenly, and possibly throw the vehicle off a curve at high speed. Until now, there have been three basic ways to handle this problem. The first is the conventional differential. In normal operation (driving in a straight line), it distributes torque equally to both wheels. But because of its internal gearing, it has a built-in preference for the wheel with less rolling resistance (traction). This allows the wheels to make turns, but it has traction drawbacks. A conventional differential can't tell whether you're losing traction on a slippery surface or turning. The "limited-slip" differential tries to overcome the conventional differential's limitations. It's been offered as an option on many makes of cars for over two decades. Through the compression of clutch packs or the binding of internal gears, limited-slips put about twice as much torque (engine power) on the wheel that isn't spinning. It's an improvement in so far as it transfers torque to the wheel with the greater amount of traction. But limited-slip types also have their problems. The clutch-pack limited-slip has a nasty habit of locking up at the wrong time: When you're cornering on a road in the rain or passing over slick surfaces, for example. The reason: Sometimes these conditions don't provide enough traction to compress the clutches. Limited-slips have other drawbacks: Clutches wear out, special lubricants are needed, fuel economy is reduced, tires wear faster, and the differentials themselves are noisy. Both the clutch-type and gear-type limited-slips have a time lag as the clutch packs compress or the gears bind. In addition, they have a safe maximum torque bias of only 2.5:1. That means they will provide one wheel with no more than two-and-a-half times as much torque as the other. They are also considered to be dangerous in front-drive passenger cars. The "locker" represents the third type of differential. It responds to wheel slip by locking in both wheels simultaneously. If one of the wheels can get a grip, this differential will pull you through. But traction is lost during turns, when the outer wheel must disengage to travel through a wider arc. It also can lock up at the wrong time, and it's not recommended for highway use. Its torque bias of 100:0 is useful only in a limited number of situations. This same characteristic can cause a safety hazard if one of the axle shafts breaks. The "differential problem" seemed an unsolvable one, and by the mid-1960s, the Society of Automotive Engineers speculated that a differential that was capable of overcoming these drawbacks would require a computer that would fit within the confines of the differential. This would create a "fourth-generation' differential that could constantly monitor and distribute torque to both of the wheels in all traction conditions. But there proved to be an easier way. The Gleason Torsen is a new type of differential, using a gear geometry never seen before in mechanical engineering. Gene Stritzel, engineering manager of Gleason Works'Power Systems Division, calls it a "mechanical computer." Just as an automatic transmission constantly adjusts engine rpm to vehicle speed, the Torsen distributes torque according to the demands of slippery surfaces, uneven terrain, and turns. The Torsen is the brainchild of Vernon Gleasman from Cleveland, Ohio, an inventor and mechanical engineer who holds more than 100 patents. Gleasman realized that in all previous attempts, the standard bevel-gear differentials. limited-slips, and lockers, the gear complex was designed to lock onto one side while sacrificing the other. The standard differential delivers all the input power to the terrain side, then loses the engine side out to the spinning wheel when one wheel encounters a slippery surface. Limited-slips offer additional traction, but they have to "clutch out" the terrain side to lock in the engine. Lockers, the third type, completely sacrifice terrain changes to maintain engine power. "Putting the forces in the opposite side of the gear complex led me in the right direction, "Gleasman says. In other words, he intended to lock onto the engine side to maintain engine torque at all times. A gear complex that would be flexible on the terrain side would allow the differential to maintain power on both sides of an axle while turning, without allowing one wheel to spin.

Doing the impossible Page 7 What was needed was a gear arrangement that would work in a one-way fashion. Years of experience pointed Gleasman toward the worm gear and wheel. Engineers have long known that the teeth of a worm gear and wheel can be cut at a helix angle such that the worm gear can turn the worm wheel, but the worm wheel cannot turn the worm gear. This is unlike more conventional circular gears that can rotate each other. It's why worm gears and wheels are used in winches, in which the gear turns the wheel of the drum, but the drum's worm wheel can't turn the gear and the cables on cranes and hoists can't unwind. But to devise a worm-gear, worm-wheel arrangement that would fit into an automotive axle, Gleasman had to overcome many technical and engineering challenges: Making the worm wheel smaller than the worm gear. Understanding how these gears behave in a static condition. (Engineering handbooks contain formulas for worm gears and wheels only in dynamic interaction.) Designing the gears with as few as six teeth without undercut. (Engineering handbooks claim that it can't be done.) Working out a new stress analysis to understand the torque loads sustained by the gears. Designing a new hob (gear-cutting tool] for worm gears and wheels) to cut the new gears at extreme angles. Designing new gear-cutting machinery to make the gears. Virtually every aspect of Gleasman's new gear technology involved ideas that did not exist in traditional engineering handbooks. For example, engineering handbooks caution that with less than 14 teeth on a gear, severe undercutting results, undermining the teeth and weakening them. But Gleasman says, "I can cut gears with six teeth and have a wider tooth section at the bottom than normal gears have at 30 teeth." No gear-cutting machinery existed that could cut the gears he designed, so he bought cutting machines and re-designed them and the hob to cut gears to his new requirements. "I use six teeth on the worm wheel of my differential, and because of its function (to stop wheel spin) it has to withstand almost twice the load of a conventional differential in the same space. The entire geometry of all the gears is changed so that no undercutting exists. All the gear formulas say you can't do it, All the handbooks say you can't do it." Gleasman responded to those who shook their heads in disbelief, "You just can't check my work with the traditional formulas because I couldn't use that information to design the gears in the first place.' Gleasman goes to Gleason The differential's first patent was granted in 1958, and Gleasman started to manufacture the differential as a sideline, using the same machinery used to cut the prototypes. Originally dubbed the Dual Drive, the unique differential was later manufactured by Triple-D Inc. of Cleveland and was sold as an aftermarket accessory during the 1970s to owners of Toyota Land Cruisers, Pickups, Chevrolet Blazers, other four-wheelers, and racing cars. Its success in that market prompted Gleasman to look for a company large enough to manufacture the device for Detroit and the world market. He went to Gleason Works of Rochester, N.Y, in 1982. Gleason Works is the world's foremost authority on the engineering and manufacture of ring, pinion, and bevel gears used in differentials. Their machines cut 90 percent of the bevel gears used by auto makers throughout the world. The Torsen is currently available as an aftermarket replacement. Retail prices range from US$356 to US$482. Installation of the Torsen is identical to that of a conventional differential. Any competent mechanic or drive-line shop can do the work. To the price of the Torsen, add the cost of labour, bearings, and gaskets needed to switch differentials. Swapping can cost from US$400 to US$650 or more. No special adjustments, equipment, or tools are needed other than those required to swap a conventional differential. According to Gleason, the Torsen is very easy to maintain. It requires only occasional gear-oil changes. Repairs on the unit, if required, must be done by the Gleason Works in Rochester. That's because the Torsen, although simple in design (it uses only eight moving parts), fits together like a Chinese puzzle: There's only one way to do it right. I've had a Torsen in my International Scout for two years with no trouble at all. Operation is still quiet and smooth. In addition to the increase in traction, the handling has improved enormously. In fact, dollar for dollar, the Torsen probably provides a greater traction improvement than any other after market accessory. Because its torque bias provides 200 percent more traction than the best limited-slips, it will do more for traction than large tires, extra horsepower, or high-lift suspension kits. Who's using it Response to the new differential has been enthusiastic from a number of quarters. Mario Andretti used one at the Indianapolis 500 in his Newman-Hass T-700 Lola. Actor-driver Paul Newman installed a Torsen in his Bob Sharp Datsun. During the 1982 racing season, Newman had the most successful record of his driving career. Production sports cars, like racing cars, also have stringent handling and torque demands. The limited- production Vector, a California built, 600-horsepower, $150,000 sports model, uses the Torsen. Import-auto makers are also interested in the Torsen. Maserati , for example, submitted the differential to every test it could think of, including 3,800 miles of the roughest roads in Italy. Its decision was to make the Torsen standard equipment on its 300- horsepower Quattroporte and on the Bi-turbo sports car. The Army's new all-purpose Jeep replacement, the High Mobility Multi PurPose Wheeled Vehicle [HMMWV,' PS, June '82] will use two Torsens, one in each axle. Before it was accepted by the Army, the HMMWV and the Torsens in each of the vehicle's two differentials were subjected to a 20,000 mile off-road endurance test an rugged terrain. Engineer Tjong Lie, of AM General, an American Motors division, has worked on the HMMWV project since 1979. He described some of the advantages that the Torsen offers. "First, it differentiates all the time at any torque and speed. Second, it doesn't require any special lubricants or adjustments, as do clutch-pack differentials. Third, the bias ratio can be increased from the initial 3:1 to provide additional traction. Finally, it has the lowest possible weight for its size. The Torsen could make its Detroit debut during the 1985 model year. "Some of our units have already passed the qualifying tests of one auto maker", says Paul Dandrea, vice-president and general manager of Gleason Works Power Systems Division. One thing that makes the Torsen differential so attractive to Detroit is that it can function in the same transmission fluid used by both automatic and manual front-drive transaxles. Limited-slip differentials have a clutch between the differential case and side gears. When the clutch is engaged, it limits movement between the case and side gears. This forces both axles to rotate with the cam. Any time one wheel rotates faster than the other, torque is transferred. In a conventional differential, problems occur when one wheel loses traction. The side gear of the wheel with traction becomes stationary The

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differential gears then rotate on their pinion shafts as they revolve around the stationary side gear. Power is then lost out the side with the least amount of traction. The limited-slip locks the case and side gears together to prevent this. How it works: In the Torsen, as in any other differential, the power of the engine is transferred to the differential housing via the ring gear. The Torsen then uses pairs of worm wheels (from two to three pairs, depending on the size of the differential) mounted on the differential housing to turn the worm gears splined to the axle shafts. The left worm wheel of each pair turns the left axle shaft, and the right worm wheel of each pair turns the right axle shaft, Because the worm wheel cannot turn the worm gear, it locks on the gear and turns the axle shaft, propelling the vehicle forward. The right and left axle shafts (and right and left wheels) turn simultaneously. Each wheel then rotates at the same speed. However, when the vehicle makes a turn, each wheel rotates at a slightly different rpm. For instance, during a left turn, the left wheel will slow down by two rpm, and the right wheel will speed up by two rpm. One axle shaft always slows down at the exact rate that the other one speeds up. This difference in rpm is transferred to the worm wheels (because the worm gear on the axle shaft can turn the worm wheel and equalize the other side via the 1:1 spur gears, which act as balancing gears). So the engine is "Locked" or engaged on the axle shafts, while allowing for differential action when negotiating turns. ---------------------------------------------------------------------Editor; The article above was published in 1984. Gleasmans US patent 2,859,641 in 1958. So below are some of the applications since then for Torson differentials. Also Just Differentials.Com, Toll Free 866-349-6801 have Torsen for Dana 44 in 30Spl, $399.99 US.(IH Scout) Torsen applications Nissan Maxima SE 6 Speed manual Center Nissan Sentra SE-R Spec-V Alfa Romeo Q4 versions: 156 Crosswagon & Sportwagon, 159, Oldsmobile Calais W41 (7 cars equipped from the factory, C41 Brera & Spider Q4quattro versions of Audi: option code) Audi Quattro (from 1987) Oldsmobile Achieva W41 (7-10 cars equipped from the Audi 80 & 90, Audi S2, Audi RS2 Avant factory, C41 option code) Audi 100 / Audi 200 / Audi Rover 200 Coupe Turbo, 200 BRM/LE, 220 Turbo, 420 5000 Turbo, 620 Ti, 820 Vitesse (200PS version only) Audi Coup quattro Honda AccordType R Audi A4, Audi RS4, Subaru Impreza STI after 2005 A4 all road quattro Ford F-150 SVT Raptor starting with the 2012 model year Audi A5 & S5 Audi A6, Audi S6, Audi RS6 Volvo 850 T5-R Audi A8, Audi S8 Volvo 850 R A6 all road quattro Rear axle only Audi Q5 Audi V8 with automatic transmission Audi Q7 2013 Ford Shelby GT500,650HP 200 MPH Audi R8 Audi V8 (manual transmission) Alfa Romeo: 155 Q4, 164 Q4 Chevrolet Trail Blazer SS Citron BX 4x4 with ABS (same as Peugeot 405 4x4) Lexus GX, LS 600h / LS 600h L, LX Ford Ranger FX4 2002 only, Ranger FX4 Level II 2003-2008 Range Rover L322 Honda S2000 Saab 9-7X Aero Hyundai Genesis Coupe Toyota: 4runner, FJ Cruiser (only manual models), Toyota Lancia Delta Integrale Landcruiser 200, Toyota Landcruiser 120/150 Lexus IS200/IS300, Lexus IS F, Lexus LFA Volkswagen: Passat (badged as 4motion) (B5 platform), Maserati Biturbo Amarok (permanent 4motion version only Mazda: Miata/MX-5 (option on 94-05 manual models), RX-7, Nissan Frontier (Nismo/Pro 4x Off RX-8 Road) Peugeot 405 4x4 with ABS (same as Citron BX 4x4) Center and rear Peugeot 505 turbo sedan (1989 model year only) Audi V8 with manual transmission Subaru Impreza WRX STI (20072011) Toyota Celica GT-Four, Toyota Supra, Toyota Soarer, Toyota Front and rear axles Aristo, Toyota Mark II, Toyota Chaser, Toyota Cresta, Humvee (Hummer) Toyota Verossa Pontiac Firebird 4th Generation, only years 1999-2002 Chevrolet Camaro 4th Generation, only years 1999-2002 Front axle only Chevrolet Camaro SS 4th Generation, option in years 1996-? Honda/Acura IntegraType R Subaru Legacy spec.B But you can still get stuck! Alfa Romeo: GT, 147 Q2 Nissan Silvia S15 SpecR Honda Civic Si (06-current) 2012 Ford Mustang Boss 302, option. Standard on Laguna Seca Honda Civic 1.8 VTi Europe & UK (5-door & Aerodeck Edition. Wagon, 19962000) Toyota 86 2013 (Launching in the Spring of 2012, as a 2013 model) Subaru BRZ 2013 (Launching in the Spring of 2012, as a 2013 Ford Focus RS model) Scion FR-S 2013 (Launching in the Spring of 2012, as a 2013 model) Ford is continuing to update its F-150 SVT Raptor model, announcing some new equipment for 2012 that is sure to please off-roading enthusiasts. While a series Baja buggy, with incredible suspension travel and tremendous jumping capability the Raptor was less ideally suited to low-speed rock-crawling. That, however, is no longer the case with a new Torsen front differential that can send power individually to each wheel, putting traction where its required.

Page 9 FOR SALE or Wanted; Is a service to members, seeking vehicles or parts, and members wishing to dispose of items. Published in one edition only. It is up to the advertiser to contact the editor if they wish to extend to a further edition. Please note; It is a buyers responsibility to establish quality of items and ISOC Vic. Div. Inc. has no liability in any regard. A range of spare parts is available from the clubs, NSW. www.isoca.com.au Dave Morris 02 95284016 SA. www.ilmo.com.au Glen Wandless 0412504010 Queensland. www.internationalscoutownersclubofqld.com Rob. Earixson 0458957636 Member: Vic. David Elsom at Donald in Central Victoria has a range of second hand body panels and mechanical parts. Business 03 54971805 Mobile 0428 519496

Member;(?)WA.Traveltop made in chicago...by international trucks...and its built like a truck....on petrol/gas. have spent a lot on. have reciepts to show including new radiator, spring bushes, complete steering shaft through to wheel alternator. starter motor the entire brake system is new. including drums new american windscreen and rubber back windscreen new no maintenaince heavy duty battery i could keep going has original 5.6 litre international v8 also have ownership to "scout 2"..rego plates and membership to the "scout club of queensland"..which send any part needed including body panels over very promptly has original "torque flight" 4 speed gearbox cruises on the highway am only selling because have just bought a landrover discovery and cant afford 2 regos....has rust underneath that can all easily be cut out when required.....as shown in pics.am not hiding anything, left the body to last.ph or txt dan on 0449037069 $7500.0.0 Member;(NSW) Well looked after Scout Traveltop with complete service history, owner's manual and workshop manual. runs very well but requires some body work (some rust and parking dents). new transmission, LPG converter, water pump, radiator, alternator. BF GOODRICH ALL TERRAIN tyres in v.g. condition. Extras: power steering, tow bar, mp3 stereo with sub, alu floor throughout, B&M shifter .have this vehicle since 1993 (3rd owner), daily driver, never off-road. great car, great sound, great fun! $4500.0.0 Jurgen Dros 0409635063 jurgend@iinet.net.au located Collingwood Victoria. Non-Member;1979 International Scout II Traveltop. 5.7L, Automatic, Central Locking, Power Windows, Roof mounted DVD player. New Ducted airconditioning, new stereo & speakers, new carpets, new door trims. New paint ($10k), flames are painted on and not a stick-on graphic (cost $4k).New shock absorbers, new body mounts, new body lift 2.5inch, new transmission cooler, new radiator clutch fan, new rear brakes, new automatic transmission shifter, 31inch tyres only 12months old. Straight LPG, new converter, new mixer, electronic distributor 2yrs old. New front/rear bumpers, sidesteps and spotlights. Window tinting (dark). New radiator core. New water pump, new thermostat, new hoses, new ball joints with castors. New windscreen. Diff gear ratios changed 12mths ago to accommodate 31inch tyres. Starter motor changed 12mths ago. 8mths rego. Parts for these vehicles are common and mostly available in Australia and also in America. I have owned this vehicle for 15yrs. The re-spray was only done 12months ago. Vehicle is rust free. Very reluctant sale. Has been a great reliable cheap V8 that has been a driven daily while we have had it and turns heads constantly. $15,000.0.0 vehicle located in Hurstville area. Vlad. 0295944600, 0408203002 Member??1962 International Scout (80 Series). Rebuilt 383 SBC, stroker mild cam - over 200 rwhp. Rebuilt 727 torqueflight with B&M shifter. 9 inch Bronco diff with 10 inch drums. Front discs and twin boosters - stops on a dime. Aluminium radiator. Dual fuel - 100lt tank. Autometer gauges. Pumping stereo. Alfa bucket seats. Air Conditioned. NO Rust ever. Interesting history. Fourth owner - Garaged at least last Ten Years. Low miles. Fully engineered. 13 sec qrt. 2WD Hot Rod. Some hard to get original options included. Cheap Vic REGO till Feb 2013 - IH1962. Vehicle in outer Sydney. Reduced from $28,900. 0407 879 501.$25,900 ono.
Editor: Vehicle was originally the fire truck pictured & is included in the collage at Transport Hall of Fame and also appeared in our December 2010 edition, the restoration having been done by Ross Grunwold NSW, in the 1990s as in these two photos below. Lightly used suit the discerning buyer.

GENERAL ROUNDUP 1. The photo of Col Paynter driving along logs, page 5 was supplied by Col Paynter. The tribute page to Col. is available on photo paper in A4 size on request at no cost. 2. Fashion; Jim Keast asks, Who was the lovely lady on TV 19th April wearing her latest gear? 3. Since Super Cheap took over Rays Outdoors the rewards scheme for clubs is discontinued but the card still gets a 6% discount any time and VIP discount at Sales. 4. Mike Haydon from the NSW club has won the competition below and the sponsors have Indicated that they wish to produce some advertising using a (or more) IH Scouts. Congratulations to Mike and fingers crossed for some IH Scout publicity.

Page 10

'WHICH MICKEY THOMPSON TIRE PERFORMS FOR YOU?'

This competition has now ended, thank you to those who sent us in your stories and pictures of your awesome 4WD's! The Winners of our 'Which Mickey Thompson Tire Performs for you?' are.... Mike Haydon - Seven Hills NSW 'I run Baja Claws, We have Been all up the east coast on my claws and I will be doing the Gibb River road on a set of MTZS in June for a month.The best time they have clawed me out of a bog was at XMAS. I had the Diffs sitting on rocks so the claws had no traction,once we dug a clearing for the diffs and the MTs found the bottom we were out of there!It took about 3 hours of digging to get the tires to touch the bottom. I know i wouldnt have driven out if I had anything but Claws.I run MTs as I really dont have to many stories of being stuck as if you keep them on the ground you will always keep moving forward.'

5. Ty Pawsey, President of the NSW club has sold his Scout, to someone in Queensland. 6. Hi Ken just a few words for the magazine relating to RPM to 100Ks before I brought my first scout and didn't know anything about them I seen some scouts advertised as doing 1800rpm to 100 kilometers so when I got my 1st one, 2nd one 3rd one so on I tried a few different combinations changing dizzys carbies etc. What I found is you can get 1800 revs if the switch on the tacho is on 6 cyl instead of 8 cyl . If you have 30x9.5 tyres you will get 2200rpm at 100Ks and with correct tyres 235/75/15 you will do 2400rpm at 100ks .My cars are autos I havent a manual to test but it should be the same because they all end up at 1:1 ratio . If you have the correct tyres ,speedo reduction box I think 7:1,and no slipping in the speedo cable then the speedo will be dead accurate as per satellite ok bye scoutnut 7. Facebook is not a medium I am comfortable about! However a number of Scout club members are happy to use it to socialize about all things International and the International Scout Owners Club Australia page has developed to the extent that Betsy Blume who is the grand-daughter of Ted Ornas has recently begun to post on the site with items about Grandpa of whom she is immensely proud. She recently got her Red Carpet series Scout registered in Texas and the title was issued exactly 50 years from the date of her grandfather (Ted Ornas) first Scout patent, which has made it very special for her. 8.Another obviously independent woman in a scene from the 1996 movie The Sunchaser

9. The latest 2012 design for IH Scout by Car Crazies is available from
www.cafepress.com.au $19.50 AUD. (advertisement as written below) About Women's Boy Brief Ladies, sexy meets comfy in these eye-catching Boy Briefs. Inspired by the classic men's briefs (but made for the style-conscious ladies), it features an authentic fly and cozy elastic waistband. You go girl! Cotton/Spandex blend jersey 95% Cotton, 5% Elastane Elastic waistband and trim Form fitting Made in the USA by American Apparel