Category Bullnose Bill Answer

You’re welcome! If you have any more questions about your Bullnose Ford or need further advice, feel free to ask. Happy wrenching!

Choosing the right leaf springs for your 1986 F-250 with the 460 CI engine and 4×4 involves considering how you plan to use the truck. The 460 is a hefty engine, so you’ll want springs that can handle the weight while providing enough capacity for your typical load.

Stock Replacement

If you’re looking to maintain or restore factory-like performance, you’ll want springs with a total capacity around 5,000 to 6,000 pounds, similar to the originals. This should be fine for standard use without any significant loads or modifications.

Heavier-Duty Use

For heavier-duty use, like frequent towing or hauling, consider upgrading to springs rated for a higher capacity. You might look at springs rated for 3,500 to 4,000 pounds per side, giving you a total of 7,000 to 8,000 pounds.

Key Considerations

• Ride Quality: Heavier springs might stiffen the ride, especially when the truck is unladen. Consider this if you use the truck daily without heavy loads.
• Compatibility: Ensure that any upgraded springs are compatible with your truck’s existing shock absorbers, mounts, and axles.
• Aftermarket Options: Brands like Tuff Country, Skyjacker, and Superlift offer quality aftermarket springs with various capacities. Make sure they’re designed to fit your specific truck model and intended use.

Installation Tips

When installing new springs, replace any worn bushings and check U-bolts for wear. Proper alignment is crucial to avoiding unnecessary wear on the suspension components and tires.

If you’re unsure about the exact specs, or if your truck has been modified over the years, measuring the current springs can also help when talking to a parts supplier. And as always, there might be more detailed advice over at the Bullnose Ford subreddit or possibly a video on the Bullnose Garage channel. Feel free to dive deeper there if needed!

Great question! When we talk about the leaf spring capacity, it’s typically rated per axle, which means you consider the leaf springs on each side of that axle together. So, if a set of leaf springs is rated for, say, 3,000 pounds per side, then the total capacity for that axle is 6,000 pounds.

In a truck like your 1986 F-250, the rear leaf springs usually bear the brunt of the load, so their total capacity is key for hauling and towing. The front springs also have their own capacity, but they primarily support the engine weight and are more about handling and ride quality than hauling.

To sum up:

• Per Side: Individual leaf spring capacity (e.g., 3,000 pounds each).
• Per Axle: Combined capacity of both sides (e.g., 6,000 pounds for the rear axle if each side is 3,000 pounds).
• Total Vehicle Capacity: The sum of both front and rear axle capacities, but keep in mind the vehicle’s GVWR (Gross Vehicle Weight Rating) dictates the overall safe operating weight, which includes the truck’s weight, passengers, and cargo.

If you plan to adjust or upgrade, always keep the total vehicle capacity in mind to avoid exceeding safe limits. If anything’s unclear or if you need more specifics, just let me know!

The curb weight of a 1986 Ford F-250 XL with a 460 engine, extended cab, 4-speed manual transmission, and 4×4 drivetrain typically falls somewhere between 5,000 and 6,000 pounds. Several factors contribute to this variability, including optional equipment, the condition of the truck, and any modifications it might have undergone over the years.

Factors Affecting Weight:

• Engine Type: The 460 big block weighs more than smaller engines, contributing to the upper end of the weight range.
• Cab Configuration: An extended cab adds extra weight compared to a regular cab.
• 4×4 Drivetrain: The 4-wheel drive system adds additional components, such as the transfer case and heavier-duty axles, increasing the curb weight.

Checking Exact Weight:

For the most precise figure, you can take your truck to a weigh station or look for a scale at a truck stop. The vehicle’s manual or the door jamb sticker can sometimes offer insights into its GVWR, which is different from the curb weight but helpful for understanding its capabilities.

If you need exact numbers for registration, towing, or planning modifications, weighing the vehicle is your best bet. If you’re doing any upgrades or restorations, keep these weight considerations in mind to maintain the balance and performance of your Bullnose. Let me know if there’s anything else you need!

Swapping a ZF5 manual transmission into a Bullnose Ford with a 300 inline-six is a solid upgrade. The ZF5 offers better gearing and an overdrive, which can improve both performance and fuel economy. Here’s a rundown of what you’ll need to know to tackle this swap:

Needed Parts and Tools

• ZF5 Transmission: Look for a ZF S5-42 or S5-47. The S5-47 is a bit more robust, but both work well.
• Bellhousing: The ZF5 often has an integrated bellhousing, but make sure it’s the one that fits a 300 inline-six.
• Clutch Kit: You’ll need a clutch compatible with the ZF5 and your 300.
• Flywheel: Match this to your engine and the clutch kit.
• Crossmember: The ZF5 is longer, so you might need to modify or replace the crossmember.
• Driveshaft Modification: You’ll likely need to shorten or replace your driveshaft.
• Shifter Assembly: Make sure you have the correct shifter for the ZF5.
• Hydraulic Clutch Setup: If your truck currently uses a mechanical clutch, you’ll need to swap to a hydraulic setup.

Steps to Swap

1. Remove the Old Transmission: Disconnect the driveshaft, clutch linkage, and bellhousing bolts before dropping the old unit.
2. Install the Flywheel and Clutch Kit: Make sure to torque everything to spec.
3. Mount the ZF5: Bolt it up to the engine using the existing or a new bellhousing.
4. Crossmember and Mount: Modify or replace the crossmember as needed to support the ZF5.
5. Modify Driveshaft: Adjust the length of your driveshaft and ensure proper alignment.
6. Hydraulic Clutch Installation: If needed, install the master cylinder, slave cylinder, and hydraulic lines.

Pro Tips

• Check Compatibility: Verify that the transmission you choose has the right input shaft length and spline count for your setup.
• Consider Gear Ratios: The ZF5 comes with different gear ratios, so choose one that fits your driving needs.
• Consult a Driveshaft Shop: When modifying your driveshaft, a professional shop can ensure proper balance and fitment.

Potential Pitfalls

• Transmission Tunnel Clearance: The ZF5 is bulkier, so you may need to modify the tunnel for proper fitment.
• Wiring for Reverse Lights: You may need to adapt or extend your wiring to connect the reverse light switch on the ZF5.

This is a rewarding swap that can breathe new life into your Bullnose. If you hit a snag, there might be a detailed video on the Bullnose Garage channel that could help. Otherwise, the Bullnose Ford subreddit is a great place to connect with others who have tackled similar projects. Good luck!

The OBS (Old Body Style) Fords, which came after the Bullnose generation, certainly have their own charm and following. These trucks, produced from 1987 to 1997, introduced a more aerodynamic front end and updated interiors, reflecting the styling trends of the time. They continued to build on Ford’s reputation for durability and capability, and many fans appreciate them for their improved ride quality and features compared to earlier models.

Key Highlights of OBS Fords:

• Aerodynamic Design: The smoother, more rounded front end was a significant shift from the boxy Bullnose look.
• Improved Interiors: More comfortable and refined interiors made these trucks more appealing for daily driving.
• Diverse Engine Options: The OBS era offered a range of engines, including the venerable 4.9L I6 and the introduction of the Power Stroke diesel, which became a favorite among heavy-duty users.

Personal Take:

While I have a soft spot for the rugged aesthetics and simplicity of the Bullnose trucks, the OBS Fords brought valuable updates that kept Ford competitive in the market. They maintained the reliability that Ford trucks are known for while offering modern conveniences that many drivers appreciated.

Both generations have their merits, and your choice often comes down to personal preference and what you value most in a truck. Whether you’re a Bullnose purist or an OBS enthusiast, there’s plenty to love in these classic Ford pickups. If you have more questions about a specific aspect of these trucks, feel free to ask!

Flare side trucks, also known as "Flaresides," have a unique charm that sets them apart from their Styleside counterparts. In the Bullnose era (1980–1986), the Flare side featured a distinct bed design with the wheel arches protruding outward, harkening back to the classic stepside design of earlier trucks.

Highlights of Bullnose Flare Side Trucks:

• Classic Aesthetic: The exposed wheel arches and narrower bed give these trucks a vintage, utilitarian look that many enthusiasts love.
• Versatility: The Flare side bed can be handy for certain loads and is often preferred for its classic styling, especially in restoration projects.
• Collector’s Appeal: Due to their unique design, Flare side models can be more desirable among collectors who appreciate the nostalgic style.

My Take:

I have a soft spot for Flare side trucks because they carry a nostalgic vibe that resonates with many classic truck enthusiasts. While they might not offer the same cargo capacity as a Styleside, the visual appeal and individuality often outweigh that for fans of the style.

If you’re considering a Flare side for a project or restoration, pay attention to the condition of the bed and fenders, as they can be prone to rust and damage. And if you’re ever in need of specific advice on working with one, don’t hesitate to reach out. There’s a good chance the Bullnose community or the Bullnose Garage might have related content that can help!

You’re absolutely right! The 1992-1996 Flare side beds were indeed made of fiberglass, which helped eliminate rust issues that could plague steel beds. However, as you pointed out, fiberglass does have its vulnerabilities, particularly when it comes to cracking if not properly cared for.

Care Tips for Fiberglass Beds:

• Regular Inspections: Keep an eye out for any cracks or damage and address them early to prevent larger issues.
• Proper Cleaning: Use mild soap and water to clean the bed, avoiding harsh chemicals that might damage the fiberglass.
• UV Protection: Consider using a UV protectant to help prevent the fiberglass from deteriorating due to sun exposure.

Thanks for bringing up the difference with the later models. Each era of Ford trucks has its quirks and qualities, and it’s great to see folks passionate about keeping them in top shape. If you have more insights or questions, feel free to share!

Ah, I’d love to, but unfortunately, I don’t have any trucks to give away. However, I’m here to help you make the most of the Bullnose or any other Ford truck you might have your eye on. If you’re looking for tips on buying, restoring, or maintaining a classic Ford, just let me know!

I wish I had a garage full of classic Fords to share, but as a virtual AI mechanic, I don’t have any trucks to offer. I’m here to help you with advice and tips on keeping your Bullnose or any classic Ford in top shape. If there’s anything specific you need help with, feel free to ask!

I like the way you think, but even a virtual AI truck is out of my reach! My expertise is in guiding you through the ins and outs of maintaining and restoring real Bullnose Ford trucks. If you have any questions or need advice on your current or future project, I’m all ears. Let me know how I can help!

I wish I could whip up a virtual truck render for you, but creating detailed 3D models or renders isn’t in my wheelhouse. My main focus is providing information and advice on maintaining and restoring Bullnose Ford trucks. If you’re looking for visual inspiration or resources, I’d recommend checking out forums, social media groups, or digital art platforms where enthusiasts share their projects. If there’s anything else you need help with, feel free to ask!

I focus on the 1980–1986 Bullnose Ford trucks, so I might not be the best source for specific details on a 1995 F-150. However, I can offer some general advice on troubleshooting cruise control issues.

1. Check the Basics:

   • Fuses: Start by checking the fuses related to the cruise control system.
   • Brake Pedal Switch: Make sure the brake pedal switch is working. If it’s faulty, the cruise control might not engage.

2. Vacuum System:

   • If your system uses vacuum for control, inspect the vacuum lines for leaks or disconnections.

3. Electrical Connections:

   • Inspect connectors and wiring for damage or corrosion, especially around the cruise control module.

4. Speed Sensor:

   • A faulty speed sensor can prevent the system from functioning properly. Check and replace if necessary.

For detailed guidance on a ’95 model, you might want to consult a service manual or a community focused on that generation of Ford trucks. If you have Bullnose-specific questions, I’m here to help with those!

You’re welcome! I’m glad I could help. If you have any more questions about your Bullnose or if you run into any issues, don’t hesitate to reach out. Happy wrenching! 🛠️

Great question! The choice between conventional and synthetic oil for your 1983 E-150 with the 302 V8 really depends on your driving habits, budget, and personal preference. Here’s a breakdown to help you make the decision:

Conventional Oil

Pros:

• Cost: Generally cheaper than synthetic oil.
• Sufficient for Older Engines: Many older engines, like the 302, were originally designed with conventional oil in mind.

Cons:

• Performance: Doesn’t handle extreme temperatures as well as synthetic.
• Longevity: Typically requires more frequent oil changes (around every 3,000 miles).

Synthetic Oil

Pros:

• Performance: Better at handling extreme temperatures and engine stress.
• Longevity: Can extend the oil change interval to 5,000–7,500 miles or more, depending on conditions.
• Protection: Often provides better lubrication and protection, which can be helpful if your engine is under heavy loads or driven in extreme conditions.

Cons:

• Cost: More expensive than conventional.
• Potential for Leaks: In some older engines, synthetic oil may find its way through worn seals more easily, potentially leading to slight leaks.

My Recommendation

If your van is a daily driver, sees heavy use, or operates in extreme conditions (like very hot or very cold climates), synthetic oil could be a good investment for enhanced protection and longer intervals between changes. However, if you’re sticking to shorter trips or are on a tight budget, conventional oil should do just fine, especially if you’re diligent about regular oil changes.

Either way, keep an eye on your oil level and condition between changes. This way, you ensure your engine stays in top shape. If you’ve got more questions or need help with anything else, feel free to ask!

Ah, jetting the carburetor—always a fun task! The Motorcraft 2150 carburetor on your 300 L6 is pretty straightforward, but jet size can vary depending on a few factors like altitude and modifications you might have done to the engine.

Stock Jet Size

For a stock setup at sea level, the 2150 typically uses jets in the range of 47 to 52. That should give you a baseline to work from.

Modifications and Altitude

• Higher Altitude: If you’re at a higher altitude, you might need to go a couple of sizes smaller.
• Engine Mods: If you’ve modified the engine for higher performance—like a hotter cam or aftermarket exhaust—you might need larger jets.

Testing and Tuning

• Start Small: If you’re unsure, start with a slightly smaller size and work your way up. This way, you can avoid running too rich initially.
• Check the Plugs: After some driving, check your spark plugs. A good burn should be a light tan color. If they’re sooty, you’re running rich. If they’re white, you’re running lean.

Pro Tip

Always make one change at a time and test thoroughly before moving to the next adjustment. This way, you’ll know what’s working and what needs tweaking.

If there’s a Bullnose Garage video that dives into carb tweaking, it’s worth a look for some visuals and more tips. Otherwise, you might also find useful tips on the Bullnose Ford subreddit. Let me know if you need anything else!

The threads for the jets in a Motorcraft 2150 carburetor are typically 1/4"-32. This is a somewhat uncommon size, so when you’re looking for replacement jets or a jet kit, make sure they specify compatibility with the Motorcraft 2150.

Tips for Changing Jets

• Use the Right Tools: Make sure to use a screwdriver that fits snugly into the jet slot to avoid damaging them.
• Be Gentle: When installing new jets, thread them in gently to avoid cross-threading.

If you’re planning to play around with different sizes for tuning, it might be worth investing in a jet assortment kit specifically for the Motorcraft 2150. That way, you’ll have a range of sizes on hand to dial in the perfect mix for your specific needs.

If you have any more questions or need further clarification, feel free to ask!