Gary Lewis

Good plan, Stan.

Good update, although not so good on some of the details. Bummer on the tranny and t-case. But I think it is time to move on. Those people are either incapable of doing it correctly or unwilling to do so, and going to court will be a pain and expense. I think I'd consider writing up what you are going to say on the review awa to the BBB and present it to them awa to what shop you are going to take it. And that when XYZ shop says "yes there were these problems" you are going to post that as well. Perhaps you can get them to have another go at it, but at least they'll know that you mean business and the competition is going to get to see their handiwork and the official report will be on their site for everyone to see. As for the steering gear, if you asked for a Blue Top and they didn't do it I would have deducted the cost of the replacement box from their bill, paid them by writing "Paid in full" on the receipt, and used that money to help fund the BT box. When you ask for something specific they either give it to you or you don't pay for it. It they aren't bad people they'll agree with that approach. On the popping and stumbling, you are either still running quite lean or have an electrical problem. Like maybe a plug wire loose? But the AEM AFR meter should help you suss that. (Oops, the others may not understand. )

Amen to that! My nephew, a mechanical engineer now working as a mechanic, called me yesterday and in the course of the conversation said he just fixed a Honda that was running very poorly. Noting the Sharpie-scribbled note on the timing cover that the timing belt had been replaced 40K miles ago he asked the lady that brought it in if it had been running poorly since then. Yes! But she thought it was coincidental. Sure enough, the timing was retarded 14.5 degrees. Sure made a difference when he fixed it.

Yes, it is improving, and improving quite well! Good job!

If the system had been working correctly then I doubt the feedback carb would have been removed. So if it were to be put back on the other problems would have to be fixed.

$6K is just the asking price.

You are right, Dave, an HEI distributor might be the easiest way to fix the problem in this situation. We have some info on that approach on the page at Documentation/Electrical/Ignition and then the Ignition Simplification tab.

Maybe. The pics do appear to have been taken close to sundown, where you'd have reddish lighting. Perhaps the interior shots were taken with flash? Still, that's a big difference, and the writeup says it has a green exterior.

Nice and clean. But it is a "frame-on" restoration and hasn't even been driven? I think there will be problems to work out. And hopefully everything is there to work with.

I like it, and if it was close to me I might try to talk him down a bit. But it is green and has a blue interior? And no pics of the engine, or even info about it?

First, you are now on the map. Second, as as has been explained, someone only did 1/2 of the conversion. The EEC-III system requires all its inputs or it goes into limp-home mode and locks the ignition timing to the initial timing, and w/o the feedback carb you are there. No advance means poor power and MPG. The cure is to replace the distributor with a DS-II dizzy and add the DS-II ignition box on the fender liner. But you'll need the proper wiring harness to do that, and it can be hard to find a factory one. However, Painless makes a one-size-fits-nothing harness that can be used. We can talk you through it, and it really does need to be done.

The 351M was phased out by early to mid 1982 and replaced by the 351W which is a completely different animal more closely related to the 302. The 400 which is the "more powerful" version of the 351M lasted through 82 and was replaced for 1983 by the 460 V8. Although not available on pickup trucks in the USA, I do believe the 351 Cleveland was offered in Bullnose trucks over in Australia. Huh. I did not even know that Bullnose trucks came with a different 351 before seeing the posted ad. I thought it was Windsors all the way through. It's pretty interesting how many engines went into Bullnose trucks. For the first time today I saw one on Instagram with a 400M Just fyi, our page at Documentation/Engines/351M & 400 says:

Congratulations!!!

Well done. Thanks. Wish I could help on the water leak, but I've not yet had to work on a leak there. However, are you sure the water isn't coming in the kick panel? There's either a vent or a block-off plate behind the kick panel and debris builds up between the fender and the cab and water can come in there.

Thanks for the intro. And, glad you joined. Where's home? I ask because we have a map (Bullnose Forum/Member's Map in the menu) and we can add you with a city/state or zip. Sounds like your truck has good bones. And your plans seem sound. I'm anxious to ride along as you upgrade it, so I hope you'll start a thread to tell us what you do as you do it.

Hi. Glad you joined. But you may have missed the email you were sent that asked you to go to the New Members Start Here folder and post an introduction. That’s important for two reasons. First, we keep the guidelines there and since we hold everyone to them we want to ensure you have a chance of seeing them. Second, we are a community and, as such, we like to get to know each other. So an introduction is important.

Wow! Beautiful!!!

Gary, aren't they called a 351M/400???? hahaha...just kidding. I know that's a common mistake. I see it in for sale ads. Truck is equipped with a 351M/400 engine. LOL! Yes, the uneducated do seem to say that, and frequently. The issue is that the label on the radiator filler panel says "351M/400", and that's because both engines got the same sticker since all of the specs on there were the same. But as the 400 has a 1/2" stroke advantage on its little brother, they are obviously two different engines - at least in size. But the differences were in the crank and the pistons as all else was the same.

The 351M was phased out by early to mid 1982 and replaced by the 351W which is a completely different animal more closely related to the 302. The 400 which is the "more powerful" version of the 351M lasted through 82 and was replaced for 1983 by the 460 V8. Although not available on pickup trucks in the USA, I do believe the 351 Cleveland was offered in Bullnose trucks over in Australia. Both the 351M and the 400 were neutered by the cams being retarded. And neither came with anything but a 2bbl carb. So even the 400 with a longer stroke than the 460 wasn't all that powerful. But I guy I know put a straight-up timing set and a 4bbl on his 400 and said that it doubled the power.

Interesting! I guess you saw that they show 88-98, but maybe they'll fit?

Welcome, Keith. And glad you are on the case. Sounds like you know what to do. Thanks!

Maybe I put it together incorrectly, but I used that diagram and those torque specs and the bushing just kept squishing out with grease on it. Not the grease itself, but the bushing. And it felt like I would be able to just keep squishing it. But by cleaning the silicone grease off very, very well it went together nicely and torqued down perfectly.

Welcome! Glad you joined. You are now on the map. Truck is looking good. And those are good upgrades you are planning. But you do know the difference between either a Red Head or a Blue-Top and the run-of-the-mill reman'd ones, right? Edit: Forgot, but very glad you like the site.

You are now on the map.

Kurt - That's a bummer! Totally unusable. And I'm tagging Keith. Years ago Jim/Ardwrkntrk put me onto Tabco body panels, and my paint/body man said they are the best he's ever used. As you'll see at that link they do have a bed floor half, but it is $115 and the freight is $125 to get it to me.