How does it handle stalls with the heavy nose?
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It's a pussycat. Of course ours has the STOL kit, but even ones I've flown without it, they'll happily just bobble along in extended falling leaf stalls, and as long as no rigging issues, they usually don't have any tendency to drop a wing or do much of anything, really, other than sink like mad.
With the STOL, one of the demos I do for pilot friends who fly with me if they want to see it, is just slow up in slow cruise and then move the throttle to idle and as airspeed falls just keep coming back into my lap with the yoke until I have it full aft, and then just wrap my arms around it and hold it there. It'll just settle into a slow nose down, regain speed, level off stall, nose down regain speed, oscillation, where all it takes is rudder to level the wings.
(It does require full rudder deflection if a wing drops a little at the slowest airspeed, and it may not start rolling back right then, but the rudder will hold the bank from going any steeper and as soon as the nose falls again, it'll right itself... typical for a falling leaf stall series. But the yoke is "locked" full aft and ailerons neutral by my arms locked around it.)
Power on stalls, the deck angle can get a little eye opening if you're light and closer to sea level than here. 230 HP is a good amount of air blasting over the elevator, but it's also blasting most of the rudder, so both are very effective right up until a bug shudder and the nose falls back to the horizon. Some folks who are worried about a follow on accelerated stall might limit the power in power on stall prep, but I've never found it to be a big pitch problem if you slow up a bit to a normal climbout speed before starting it.
Slow flight (real slow flight, not the ACS garbage) is incredibly easy but the ailerons get sloppy. It's actually one of the best indirect hints that your getting slow in the 182, there's very little resistance in the ailerons when you're really slow. They're still effective but you won't feel like they're "heavy" anymore without some airflow over them. Rudder gets a little sloppy even with all the prop blast, but not as loose as the ailerons get. Plodding along at less than 40 knots indicated is easy considering the low speed calibration errors in the ASI.
One other thought, sit in one and before sitting in the seat, it should have a crank for up/down. Many shorter people complain that the instrument panel is too high. As a 5' 11" driver I find I like the seat nearly all the way up for looking outside VFR. IFR/IMC or simulated, I'll crank it down until my eyeballs don't feel like we're looking down at the instruments. You can crank all the way down, and you'll see the outside world mostly disappear and fell like you're "cocooned" behind the instrument panel.
Some folk don't like the tall panel.
