UPDATE – A walk-around video of the truck has been added to the listing!
UPDATE – The seller has taken and provided more photos of the engine. You can find them in the photo gallery below.
I often hear people say, “They don’t build’em like they used to”. As great a saying as it is, that isn’t always the case, but when it comes to pickup trucks they really don’t build them like they used to. Don’t get me wrong, the new trucks are impressive and loaded with all kinds of neat features, but when it comes to getting a job done, it’s hard to beat an older truck. And while the late ’80s weren’t really a high point for the automotive world as a whole, American-built trucks were great. The styling was still reminiscent of older trucks and the electronics weren’t so overly integrated into the entire vehicle that you don’t need an electrical engineering degree to work on them. This 1986 Ford F150 XLT Lariat is going to need the fuel injection system serviced, as it currently doesn’t run, but with just 90k miles on the odometer, this truck should have a lot of life left. It’s located in Browns Valley, California and it’s being offered here as a Barn Finds Auction!
The seller admits that they bought this truck with plans of restoring it, as it’s super solid throughout and a rather rare find. The previous owner, who’s 91 years old, parked it about 10 years ago when they stopped driving. They claimed they were starting it up once a week until it started running odd about two years ago. They supposedly hired a mechanic to come to take a look and were told it needed new injectors. Whether or not that’s really the case, who knows, but the seller was able to get it running by spraying starter fluid into the intake. Unfortunately, the starter motor is on its way out, so to properly diagnose the problem, you’re going to need to replace the starter. There’s a good chance your local auto parts store still carries the starter motor for it, but replacing it is still a project to tackle. The seller has other projects underway and needs to free up money and time, so this one is being offered as is.
There’s good news here though! This truck is nicely optioned with the XLT Lariat package, the fuel-injected 5.0 V8, and 4-wheel drive. The XLT Lariat option almost made the F150 too luxurious. You won’t find any fancy screens or climate-controlled seats here, what you will find is plush carpet on the floor, cloth-covered seats, an AM/FM radio with the optional cassette player, wood grain inserts in the doors, and a leather-wrapped steering wheel. By today’s standards, this truck would seem pretty basic, but that’s what you want in a work truck! This one appears to be in fair condition on the inside. There are a few flaws, but it’s definitely usable as is and helps to back up the mileage claim. If you decide to take it to the next level, every part is available to make it perfect.
Since the engine doesn’t currently run, the seller hasn’t been able to test the automatic transmission, which was supposedly rebuilt by the previous owner, or the 4-wheel drive system. They state that the transfer case shifts as it should and the gear selector moves nicely. Equipped with the electronic fuel injection, the 5.0 V8 was rated at 190 horsepower and is a really nice pairing, but getting the fuel system sorted could prove to be a big task. It might just need injectors or it could need the entire system rebuilt. Thankfully, you can buy carburetor conversion kits if you’d rather not hunt down whatever issue is keeping the engine from running. We would recommend replacing the starter motor first so that you can properly test the engine. From there, we would test major components in the fuel system before jumping right to a carb swab, as the injection system is great to have when working properly. Once it’s running, it will need the usual service, including brake work as the pedal goes to the floor.
Yes, this truck is a project, and having the engine not running leaves lots of unknowns, but it’s the last of the Bullnose-style trucks and the fact that it’s a solid 4×4 means it’s a worthwhile and desirable project. Given the issues, the seller has set a very realistic reserve and hopes to see it go to someone who can get it back to work! Be sure to take a look at all the photos in the gallery below and cast your high bid.
- Location: Browns Valley, California
- Mileage: 90,177, TMU
- Engine: Fuel Injected 5.0 V8
- Transmission: Automatic
- VIN: 1FTEF14NOGPA98237
- Title Status: Clean
Bid On This Auction
My Dad's driver bid $2,700.00 2023-07-03 06:38:34
Mycarnotyours1 bid $2,400.00 2023-07-02 22:57:09
MadMike05 bid $2,300.00 2023-07-02 14:27:58
54william bid $2,200.00 2023-07-02 11:25:08- MadMike05 bid $2,100.00 2023-07-01 17:24:21
LanceM13 bid $2,000.00 2023-06-30 21:30:50- MadMike05 bid $1,850.00 2023-06-30 20:52:28
- LanceM13 bid $1,750.00 2023-06-30 19:04:18
Cowbilly bid $1,650.00 2023-06-29 04:20:08- LanceM13 bid $1,500.00 2023-06-28 20:32:37
- Cowbilly bid $1,250.00 2023-06-27 15:46:02
Cablecarusa bid $1,100.00 2023-06-27 15:38:41- Cowbilly bid $700.00 2023-06-27 15:37:35
- Cablecarusa bid $600.00 2023-06-27 15:35:09
- Cowbilly bid $500.00 2023-06-27 15:32:32
- LanceM13 bid $350.00 2023-06-27 12:24:02
Hawk bid $250.00 2023-06-26 11:03:52
Please excuse the lack of knowledge here but why are these generations of trucks called the “Bullnose?”
Some people think the front end looks like a bull, for some reason. I’ve never quite seen it myself, but go along with the naming convention.
Shouldn’t be too tough to figure out what’s wrong with the injection system – for God’s sake don’t switch back to a carb. The Ford EFI is so much better.
So many photos, and not one under the hood. And it runs with smelling salts, that’s what I call ether. I’d bet a paycheck, or maybe two, the last it was driven, the fuel filter was so plugged a politician couldn’t even blow through, and after a time, it takes out the electric fuel pump. Speaking from years of experience
Barn Finds is updating the listing right now with two photos under the hood along with a walk around video of the pickup. I believe both fuel pumps work. I disconnected the feed line before the fuel filter and drained the old fuel running them.
When you turn on the key, you’ll hear the external pump (probably won’t hear the one in the tank) cycle for approx. 2 seconds if it’s working. Changing the fuel filter that @Yblocker mentions would be a good first step too.
I learned to drive stick in a truck just like this. No power anything. I didn’t worry about parking it at the movie theatre. Good times GLWTA
I worked at a Ford store when these were new. Never had any problem with them. (I still own a 1985 with a 351 carbureted Windsor and 4 speed with a granny) Mine is called the “Dump Truck” as I converted the bed to dump bed. The last 302/5.0 fuel injected F150 I had I changed all the injector wiring over to Sequential fuel injection and install an ECM from a 5.0 Mustang. (pain the butt that only netted me about 2 more MPG) The fuel system on this truck is what is batch fire. (left then right side) The fuel injectors on these are really forgiving and reliable. If I bought this truck, I would first install a new fuel pump relay, a new fuel filter and give it a try. The rough running is most likely a bad vacuum hose at the rear or under side of the upper intake manifold. Since this is a 1986 4X4, it most likely will have the C5 transmission. (a VERY BEEFED up C4)
Buddy had one and beat the snot out of it, had an auxillary cooler on to it, not sure if that was factory.
The transmission would be a C6.
No, the transmission in this truck isn’t a C5 or a C6. It’s an AOD – that’s the trans that came behind the 5.0 engines once they started fuel injecting them in ’85. Another sure-fire way to tell is to look at the shift indicator on the dash. For trucks with AODs, you’ll see a white ‘O” (for overdrive) to the left of ‘D’ and this truck has that marker in the photos.
You’re right, I didn’t notice that
If only closer. I would absolutely swap to a carb setup. I like things simple and easily fixable by me.
The injectors won’t be grounded to fire unless the ignition module works. I couldn’t see if that has a divorced module or if it’s still on the distributor. I have a 92 with the module where it always should have been, on the fender. But the batch fire system on that truck would have had a low pressure pump in each tank and then a high pressure pump on the frame somewhere and an auxiliary thingie.. can’t recollect at the moment what it’s actual name was. You could have both tank pumps functional and still not get enough pressure because of the frame pump. When those trucks sat awhile usually that filter inside the auxiliary thing that controlled switching tanks and possibly acted as a fuel accumulator..I don’t remember but it would get bad. Had an 88 do that. I’d bet money if it’s not the tank pumps it’s the frame pump or that thing. I thought maybe a vacuum leak but I think that would just cause it to run poorly but still run. It’s a Ford..not one of those other brands lol. They went to high pressure in the tanks in 1990. Good luck.
Marc – this year still had the TFI module mounted directly on the distributor. The remote mounted TFI units didn’t come until the ’90s. The fuel “auxiliary thingie” you mention is an accumulator. It sat on the rail between the in-tank pump and the frame-mounted pump.
The TFI ignition module replaced the old “brain box” that was mounted on the inner fender, it was never mounted remotely, it was mounted to the distributor up until the time they came out with distributorless ignition
@YBlocker – I wasn’t able to determine by my quick research this morning if the 5.0s in the trucks ever had the remote mount TFI or not – they may have not switched. There was mention of the 5.8s switching in ’92. However, the Econoline vans did – I pulled enough of them to know they did, and Rockauto shows remote mount TFI distributors back to at least ’91 for them. The SN95 Mustangs (94-95 with 5.0s) also used remote mount TFIs. In both the Econolines and Mustangs, they consisted of a finned aluminum heatsink mounted to the inner fender (driver’s side) with the TFI mounted to it. You’ll find some Internet mentions of people adapting them to earlier cars.
What you’re saying, is starting to ring a bell. I was a mechanic at a Ford garage for many years, but it was many years ago, my memory isn’t what it used to be. When you mentioned a heat sink, it started coming back to me, I remember now, but I can’t remember what vehicles had those. I do know I had a 95 5.8L Bronco, and a 95 7.5L F250, and those both had the distributor mounted module. TFI “Thick Film Ignition”. Remember that?
Oh yeah – the TFI is the module we’ve been discussing. I have a distributor-mounted one on the ’91 Mustang engine that’s residing in my early Bronco. The first module lasted 150K until it left me stranded in 114 deg. heat here in AZ about 14 years ago. Second one is still going strong but now I carry a spare and the appropriate wrench and heat sink material in my tool bag.
Always good to carry a spare module, along with that 5.5mm socket lol
One thing I know, the thick rail metal bed on my ’70 F100 was far better than the pressed-formed thin sheet metal bed on my 1978 F150 SuperCab. Cringed when I saw the pressed-formed wheelwells on the bed if my ’78.