Our BINDERS are not the "off the shelf" variety. We have been recognized nationally as the best of our class. We are proud to describe the development of the GRYPHIN, the Quickest Scout Around.
Now, before you menfolk make any assumptions, I am a full partner in Gryphin. I assist in any way possible mechanically, I drive at every event possible, and I know Gryphin's specs. When we trailered Gryph out to the first Scout Nationals in 1980, Mr. C (hubby) wandered off and spent most of his time talking parts and bench racing. I stayed with Gryph. I noticed that many of the guys would walk around Gryph and then look for someone to ask questions. Their eyes would slide right over me. So, I would approach them. Most seemed surprised that a woman could know anything about vehicles. I may be rare but I do know my Scouts.
In 1978, a friend introduced us to ice racing. We were hooked instantly. Initially, we tried to "race" in the Novice class with our daily driver, a 1977 Scout II. "School Bus" (as it was called) had an IH 304 V-8, 4 speed transmission, limited slip rear end and very UGLY school bus yellow paint. We placed in a couple of the races.
This inspired us to do what so many of the other Ice Racers were doing, build a special vehicle to do nothing but "Ice Race". Nearly 90% of the vehicles racing were those nasty four letter word types, Jeeps©. We talked to as many racers as possible, looking for the "secrets". With so many variables to consider (traction, acceleration, braking, etc.), it was difficult to plan for all contingencies.
The first decision was to choose what type of competitive machine to build. Of course, it HAD to be a Scout. Previously, the only other Scouts racing were Scout IIs. We wanted to be unique, so…we chose an early Scout 800, originally equipped with a 266 V-8, to make it easier to put in the BIG 392 IH motor.
As the project developed, using an automatic transmission became a performance option. Performance options are, as we all know, very limited for IH equipment. We had to be extremely creative. Nitrous oxide became another unusual (on a Scout) option. Several dynamite ideas at the shop and on the bench became useless on the track.
We endured many years of ridicule and disdain from the "heap" drivers. It takes courage and perseverance (stubbornness?) to race and LOSE season after season without becoming frustrated and giving up. However, our dream of developing a strong racing Scout has been fulfilled, albeit through a long struggle.
GRYPHON was difficult to build, namely, NOW we have a great deal of hindsight about the how-tos and wherefores. In order to build a competitive racer, we SHOULD have started with nailing down the actual concepts of what made a good ice racer GOOD. We did not know how difficult this would be.
One of our first problems was Gryphon's weight. It was not until after we had started racing (and losing) that we realized the effect of weight and weight transfer, especially in an ice racer. After much discussion, we decided that Gryphin had to go on a diet. So, off came the doors and out went both stock gas tanks. The metal top was lifted off and thrown aside. Next, the front fenders, grill and hood were unbolted and welded into one piece, which tilts forward to enable all around access to the motor. All unnecessary inside fender wells, radiator supports, etc. (all that can be removed - including the heater) were removed. So far so good, Gryph went from 4,800 lbs. to 3,600 lbs. Some diet!!
That was not enough. After more research, more changes needed to be made. Weight transfer needed to be towards the rear of Gryph. The best way was to move the engine, transmission and transfer case back a mere 11" from the original location. The battery was relocated to the back as well as a 12 gallon fuel tank. The box type Scout frame is very strong and made it very easy to build new motor mounts and transmission crossmember mounts. The front and rear anti-sway bars were easily mounted to their respective crossmembers in the frame as well.
Gryphin has undergone many, many transformations in its FIFTEEN year development (more than can possibly be listed here). However, Gryph's latest transformation, which occurred in January of 1991, is probably its greatest. After ten years, the 392 was getting very tired. Even with nitrous, it finally died the first race weekend. Also, the partnership that originally brought Gryphon to life had been dissolved. To reflect the immense transformation, the change of philosophy and to get people to pronounce his name correctly, we changed the spelling to Gryphin (there are 23 ways to spell it).
Gryphin now sports a lean Chevrolet big block power plant, which is 400 lbs. lighter than the IH 392 was. The availability of aluminum intakes, light weight valve covers and the like for a Chevy motor (undreamed of for IH motors) made the 454 even more attractive. We, of course, also abided by the standing rule, "There's no replacement for cubic displacement". Horsepower and torque are important to any kind of racing.
With our wider stance, longer wheel base and now, new power plant, we continue to be extremely hard to beat at the ice races. We proved that at the last race of the 1991 season by bringing home a 2nd place in Men's Cheaters (bolted tire) class and a 3rd place in Men's Pro Bare Rubber class. Perhaps that doesn't sound impressive but consider the fact that the last race was only the second race for the RAT motor. We are very pleased with Gryph's newest transformation. We took Gryph to Bandimere Speedway in 1991 to test the new RAT motor. We were stunned when he ran 12.33 seconds in the quarter mile. We are gratified to report that he backed up those numbers in 1994 as well.
Gryph is awe inspiring. No brag -- Fact. When we take Gryph to the drag strip, I observe the surprised glanced directed our way in the pits. I like to be in the stands (when I'm not driving) to watch the reactions we get. People elbow and snicker to each other when they see Gryph pull up. Less than 13 seconds later, they stand gaping at each other, stunned. Several four letter word epitaphs of disbelief have been shouted down the track. Other competitors, who previously didn't acknowledge our occupation of the pit next door before Gryph runs, suddenly sidle over and want to talk to Mr. C with admiration in their eyes. I smile, pat Gryph on the fender and put on my helmet. It's my turn to blow them away…
At last count, Gryphin has earned over 150 trophies and plaques. Although Gryph was built strictly for ice racing, we have found that he is also very competitive in 4x4 pulls, sand drags, mud races and "Fun Day" events put on by 4x4 clubs here in Colorado.
Gryph does not generally fit into "show" categories, but we do exhibit frequently at shows and events around the state and the country. Listed below is a summary of some of the trophies Gryph has won.