IH engines have the best coolant flow design I've ever seen on a light duty engine. No exceptions. That is the only good thing I can say about them. No exceptions. Do not spend any money on one. The best you could hope for is the weight of a big block and the output of a 305.
The TF727 trans cases appear to be unique to the IH engines. If you were going to drop in something MOPAR I think you'd need a different trans case.
The manual trans b/h's in Scouts are really deep. That means that the input shaft in a manual Scout trans is also really long. At least as long as those found on J10/J20 manuals that used the spacer and possibly longer than those. You're not going to just bolt a GM engine in front of a Scout trans. The common 4 spd is the 4.0 first T-18, but there were some T-98's installed also.
If it has a D44 front it should also have front discs that use Ford calipers. Bleah!! Ford sliding calipers suck. Once grimy they stop sliding very well.
The D30 fronts are listed as only being drum, but I have seen one with discs that did not appear to be a conversion of any sort.
Scout D44 front stubs are different, 8 instead of 6 studs. They never came with spline-drive freehubs so you're stuck with suck arse bolt-on free hubs.
The knuckles on Scout front axles have a longer steering arm than anything else. So the pitman arm is also longer than anything else. They do use a Saginaw box & pump when equipped with PS, but the draglink is in front of the pitman shaft, not behind it.
The D300 in in the 80 SCout's is the only 'Texas' pattern D300 made. All others are the common round 6 bolt pattern. So it's a bolt-in to a Heeper with a D18 or D20, but near useless to a K5er.
There's a fair amount of info on Jim Weed's Scout page on ORC page if it's still up. Scout owners as a rule tend to be clueless, or that's the impression I get from them.
