It can be a bit busy when driving an unfamiliar vehicle for the first time, especially when you don't know what works and what doesn't-or even how the things that do function will react. There are lots of new sounds, smells, and responses from the vehicle, some of which may take some getting used to.
For example, it sure felt as if the HydroBoost-assisted steering was a bit too light to the touch. Sure enough, there was no steering. We'd forgotten that the drag link had been disconnected to facilitate flat towing with the steering column locked. After a quick fix, we were sputtering up the driveway for the premiere cruise. We even made a mental note to remember to tighten the tie-rod end with a wrench, and put a cotter pin in the castle nut at some point.
Another steering woe surfaced during the victory run, and the angry noises from the power-assist system, once warmed up, were traced to a very loose belt. The power-steering pump is supposed to be driven by two belts, but we'd removed the one that also runs the primary alternator since all the charging wiring was boogered. Apparently, whoever took the radiator and the other alternator had also planned on removing the pump, but only got part way. Tightening the two remaining bolts and replacing a missing third one allowed the tight, if only single, belt to provide near flawless steering. Good thing, since the horn didn't work and the brakes were iffy.
Lacking a really long garden...
Lacking a really long garden hose, we borrowed a radiator which didn't quite fit from the kind folks at JET Sales. Other than that the inlets and outlets were in the correct place and the width was right, everything else was wrong. So, the oil and tranny cooler lines remained looped, tie-wraps held the radiator in place, and the lower radiator hose was forced to seal on a 1/4-inch-too-small neck. The upper hose was constructed from leftovers. If you're concerned about the lack of a hose clamp at the copper pipe, don't be. Since we didn't have a radiator cap, there was no pressure in the system.
Early on, the lack of an ignition...
Early on, the lack of an ignition key made it more work to attempt starting the derelict pickup, so we ordered a few essentials from Rush Truck Center to get going: a new solenoid for the glow plugs, pads for the radiator mount we knew we'd need,O-rings for the oil-cooler lines, and a new ignition switch. Naturally, we had already tried every old GM and AMC key we had (which is quite a few), plus those of a neighbor's, with no luck-and we failed at picking the lock. (Well, ahem, we've been too embarrassed to mention this, but one key we always carry-a door key for our Blazer-was the only one we'd never tried.) You guessed it. We now have a spare ignition lock with keys, and a spare solenoid since the stocker became operational on its own.
Most readers would probably...
Most readers would probably agree that the 7.50-16 Guardian Premium Nylon tube-type rear tires were due for replacement, but we were more afraid of the split rims, though the severely rotted valve stems seemed like a reasonable safety valve, likely to let go any second, and without any harm to bystanders. Unfortunately for us cheapskates, Interco doesn't make enough "bad" tires, so we only had three of the cosmetic blems by the time the pickup hit the road.
It was not an uneventful drive, but as you can easily deduct from the fact that you're reading this, we lived through the shakedown run. Among the flaws that surfaced, the most obvious was that the tranny didn't want to shift up, had no compression braking except in First gear, and made terrible noises on deceleration. Except for the military blackout lighting, most of the lights didn't work, which was just as well without a charging system.
Making the TH400 shift correctly was as simple as replacing the vacuum hose between the pump and the throttle valve (since diesels have no vacuum, there's a pump for the sole purpose of feeding the vacuum modulator on the tranny). Plus, with toasted wiper blades, a windshield-washer hose could be put to better use this way. Those miserable sounds on deceleration were still there, unfortunately.
It'll take some additional tinkering to get this junkyard refugee in better condition, even if the goal is only to make it driveable and reasonably dependable in the dirt.A good used radiator has been located through Diesel-Tune, a 12-volt conversion will negate the need for the second alternator (but make the 24-volt starter miserable, again), and we've got a line on window glass for the doors.
This fine tuning will likely take a while as the work on this fine pickup is done on a spare-time basis and we're trying not to spend any money on the needed parts. When PROject reJECT returns to these glossy pages, it'll hopefully be to show how the dump-bed conversion worked out. It'll be Part 2.99 ... or, "How to triple the value of a cheap pickup." By Part 3 it may even run well.