The Stovebolt Site Forums The Parking Lot Big Bolts 1959 GMC 14000 gvw - 1.5ton?

Hi guys
So as I learn more about these trucks and discover more information I believe this truck I’m working with RFN is a 1.5 ton. The Canadian badge is “9400”, and I discovered some engineering spec sheets by GM that had the basic details such as wheel base and gvw and the corresponding numbers for a 1.5 ton with 14000 gvw was a “4400”, I assume this is the American badge number.
I found this while searching for info on task force trucks.
So now I’m wondering if front end parts are available anywhere, I’m thinking the tie rod and associated steering parts are wore as there seems to be lots of play in the connections. No idea of the mileage as the odometer is not readable. It was a farm truck, looks like it was serviced regularly, never been in the mud as the underside of the cab and wheel wells still have plenty of original paint. If anyone has any ideas they would be greatly appreciated.

Hi Don Low, it appears as the truck is a 1.5 ton. How many wheel lugs are the front? how many wheel lugs on the rear? I have a U.S '57 2 ton Chevrolet, I replaced the tie rod ends, drag link, and king pins/bushings. I can try to find the part numbers but not sure if they would be the same fit for your rig. The tie rod ends are MOOG and I went to their web site and found matching thread and taper. The drag link I used is an adjustable type with the correct taper on both ends, I think I bought it through Summit Racing. I found a new old stock king pin kit on ebay.

Hi 78buckshot
Thanks for the info
The front wheels have 5 studs and the rear ten studs. Two speed axle, tires are 750 x 20
If you can locate some part numbers for tie rods etc, that would be awesome. We have a real good NAPA parts store here in the frozen north of Alberta, Peace River to be exact, and they were able to locate new brake parts for the front wheels and a new master cylinder. Maybe the tie rod ends etc are available as well.
Im having difficulty deciding what to do about the engine as the exhaust manifold and intake are shot. I also have a 55 chev, same size truck and the engine in it is most likely shot as it was a flood victim for ten days when the river ice dammed and flooded where the truck was before I acquired it. Anyway I went thru three sets of manifolds and none are servicable.
I has absolutely no rust, only 25000 miles, It was an airport truck at the Fort Simpson Airport in the North West Territories, a friend up there gave it to me as he said he would never do anything with it. Thats how these adventures start I guess.

Best regards
Don

I'll check for part numbers, the Task Force series were all available with V8 engines, that would probably be the least expensive engine option seeing how the small block Chevy engines are a "dime-a-dozen". Mine has the original new for '57 283 V8, 4 speed with a swapped in 2 speed rear pig.

Hi there 78 Buckshot
How does the 283 work? Is it serviceable as my intentions for this truck would be to haul a bit of dirt around my acreage, maybe the odd trip to the dump, but most likely not put it on The highway
I’ve seen on here and been advised that a 350 wouldn’t have the torque needed to perform as well as the 261 six cyl.
For the price of aftermarket manifolds I could get a good serviceable 350, and not have the threat of needing to rebuild the 261. I was told by the scrap dealer i got it from that it ran and didn’t sound bad but I never tried myself as there was no muffler and the heat box for the intake where it sits on the exhaust manifold was missing a chunk from the base

The 283 has good torque for a little V8, mine still has the Rochester 2G carburetor with the original vacuum-mechanical governor. The shop manual says 4000 rpm is governed speed and is adjustable, I have it set at 4000. When I acquired my truck it ran very poorly, I pulled the engine and tranny 'cuz the clutch was trashed and in the process I removed all of the tin and intake manifold from the engine, cleaned it up internally, replaced the wiped-out cam and lifters with a cam I had on hand from a previous build. All new seals and gaskets. New clutch, resurfaced the flywheel, normal tune-up procedure, truck runs well. Mine had a single speed rear gear, through the great help of a fellow Big Bolt member, I was able to put a 2 speed pig in it, now has 6.80:1/8.10:1 rear. With 8 forward gears I can easily match the road speed to the load. I have 10R-22.5 drive tires that are roughly 41 inches tall, truck will run at 60 - 62 mph at governed rpm. I think a 350 would be very adequate for your truck and intended use, I have a 383 that I built for my Vette but decided not to detract from its originality, so if needed, I can swap in the stroker motor in place of the 283. I know a lot of folks are tired of the old-style small block Chevy motors, but you can't beat them for dependability, simplicity, economical build price, extreme parts availability, etc.

Boy, I feel bad now! I lied about the Moog tie rod ends; I had to buy Dorman ends since I could match the thread and taper. Dorman parts through Summit Racing are DPC-T0901031PR and DPC-T0901032PR. The adjustable drag link also through Summit is CLP-5559DLK400. I can't say if these tie rod ends are correct for your truck but I think GM would have used as many duplicate parts as possible. I checked the GM Heritage site, king pins and bushings are not the same for the 1.5 ton compared to the 2 ton trucks, I think you should be able to find the correct king pin sets. If you haven't already, check out the GM Heritage web site, go to the "vehicle information kits" and click on 1959 Chevrolet trucks.

The 283 was a good engine- - - -in 1957. Anything a 283 can do, a 350 will do better- - - - -especially since it has almost 1/2" longer stroke and an order of magnitude more torque. That translates to more low speed grunt, which is what a truck that works for a living needs. The physical dimensions of both engines are identical, and the newest 283 you'll be able to find was made in the mid-1960s, and has probably been rebuilt multiple times. A fairly low mileage 350 that's 30 years or more newer would be a much better choice if you decide to go the V8 route. The only "must have" conversion parts will be a V8 bell housing, motor mounts, and a new exhaust system.
Jerry

Thanks for all the info 78
I’ll check it out shortly.
I’ll try to get a couple pics posted.

Thanks Jerry.
I’ll post some pics as I progress
My # 2 son is a HD mechanic at the school bus garage here
A bus hit a moose recently and they might scrap the bus.got a Cummins and Allison transmission
He figures he could get it cheap.
Thinking about that for the 55 chev 1.5 ton truck I have.