First off, I want to say this upfront: I’m incredibly impressed with what Scout is building. The Traveler and Terra feel thoughtfully engineered, and it’s obvious the team is prioritizing real-world durability—not just spec-sheet flexing. I also fully understand that there’s only so much detail Scout engineers can share publicly at this stage, and I respect that.
That said, I’ve noticed something I think a lot of us have picked up on:
Scout has been clear that the platform is designed around 35-inch tires, yet a good amount of promotional content—especially around the Terra—shows 37s. That’s awesome from an enthusiast standpoint, but it naturally raises the question:
If Scout does offer factory 37s at some point, what would make that a properly engineered option, rather than just “they fit”?
I’m not trying to nitpick or second-guess the engineers here—more so hoping to spark a constructive discussion around what a true factory 37-inch package would ideally include.
Here’s what I personally would love to see if Scout goes that route.
1. Suspension changes that preserve geometry—not just added height
A lift alone doesn’t equal compatibility. I’d want confidence that:
2. Steering system durability designed for the added load
37s change steering loads dramatically. Ideally, that means:
3. Driveline and hub components confirmed for the torque increase
Even with EV torque advantages, larger tires mean more stress. A factory setup would ideally include:
Going from 35s to 37s changes effective gearing more than many people realize. I’d love to see:
5. Brakes sized for the added rotating mass
Bigger tires don’t just affect acceleration—they affect stopping, too. A real 37 package should account for:
Not trimming, not heat-gun solutions—actual engineered parts:
This is a big one that often gets overlooked:
8. Clear validation and warranty support
Finally, what would really separate a concept from a commitment:
To be clear, I’m not saying Scout needs to offer 37s—35s make a ton of sense for the vast majority of use cases, and I genuinely respect that Scout seems to be engineering from a reliability-first mindset.
But if 37s ever become a factory option, I’d personally love to know they’re there because Scout engineered them end-to-end—not just because they could make them fit.
Curious what others think—especially those with real-world experience running 37s on platforms originally designed for 35s. Always open to learning from folks who’ve lived it.
That said, I’ve noticed something I think a lot of us have picked up on:
Scout has been clear that the platform is designed around 35-inch tires, yet a good amount of promotional content—especially around the Terra—shows 37s. That’s awesome from an enthusiast standpoint, but it naturally raises the question:
If Scout does offer factory 37s at some point, what would make that a properly engineered option, rather than just “they fit”?
I’m not trying to nitpick or second-guess the engineers here—more so hoping to spark a constructive discussion around what a true factory 37-inch package would ideally include.
Here’s what I personally would love to see if Scout goes that route.
1. Suspension changes that preserve geometry—not just added height
A lift alone doesn’t equal compatibility. I’d want confidence that:
- CV angles, caster, roll center, and bump steer are all kept in check
- Up-travel is preserved without relying on excessive bump-stop limitation
- Articulation at full lock and full compression is validated, not just static clearance
2. Steering system durability designed for the added load
37s change steering loads dramatically. Ideally, that means:
- Tie rods, knuckles, and steering gear sized with the heavier tire in mind
- Wheel offset chosen to manage scrub radius, not just clear control arms
- Validation for kickback and long-term component wear
3. Driveline and hub components confirmed for the torque increase
Even with EV torque advantages, larger tires mean more stress. A factory setup would ideally include:
- Stronger halfshafts/CVs (especially up front if IFS)
- Hub and bearing ability designed for the increased radial load
- Differential/locker durability testing with the heavier rotating mass
Going from 35s to 37s changes effective gearing more than many people realize. I’d love to see:
- Revised final drive ratios, or
- A clearly defined motor/thermal strategy that restores crawl control and reduces stress
5. Brakes sized for the added rotating mass
Bigger tires don’t just affect acceleration—they affect stopping, too. A real 37 package should account for:
- Rotor/caliper sizing and thermal ability
- Fade resistance on long descents or while towing
- Overall brake feel consistency compared to the 35 setup
Not trimming, not heat-gun solutions—actual engineered parts:
- Liners and fender geometry designed for full-cycle clearance
- Proper harness routing and sealing
- Fender coverage that protects paint and stays compliant
This is a big one that often gets overlooked:
- ABS, traction control, and stability control tuned for the new tire inertia
- Speedometer/odometer accuracy
- Regen and hill-descent behavior matched to the heavier tire
8. Clear validation and warranty support
Finally, what would really separate a concept from a commitment:
- Durability testing across steering, suspension, hubs, and driveline
- Off-road and thermal validation
- Clear warranty language that explicitly covers the 37-inch configuration
To be clear, I’m not saying Scout needs to offer 37s—35s make a ton of sense for the vast majority of use cases, and I genuinely respect that Scout seems to be engineering from a reliability-first mindset.
But if 37s ever become a factory option, I’d personally love to know they’re there because Scout engineered them end-to-end—not just because they could make them fit.
Curious what others think—especially those with real-world experience running 37s on platforms originally designed for 35s. Always open to learning from folks who’ve lived it.
