Unfortunately, there will be hassles no matter what life we choose... ;-) But they help keep us on our toes! Boy are our toes tired! LOL Hope your toes get a rest soon! 💙Terry and Terri
Very true and the reward is worth it to us, but man it’s nice to just drive, arrive on time, enjoy the uneventful version of these adventures. I (Cheryl) will always remember our rafting adventure far longer than the hassles over these first few days of the big trip.
Thank you so much for finding us and sticking with us. One of the Steve sayings is "it isn't all unicorns and rainbows" with the rig and that applies to life everywhere. The rig is our passion but it also shares lessons, so we pass both the passion and the lessons to the channel. We even share the dirt, bad hair, baggy eyes, the goofy old farts that we are...when we're not being too serious. Hope to see you out there exploring as well!
This summer I had 4 clamps fail. My first hose replacement from Gates came with two all SS (cheap) clamps. Because the hose was smooth in both ends unlike the Ford hose (didn't have the groove inside the turbo end and the bead on the pipe side). That hose just wouldn't stay on and the clamp bolts had galled and stuck after a couple uses. I went back to the old Ford SS clamps which I'd already experienced nuts stripping out on from removing it to install my second alternator so they worked till that happened again. The 2nd replacement hose I made sure to get one with the right internal molding but was still using some combination of the old weak clamps, inadequate cleaning solvent or no gasket sealer....when I finally got the right hose, new clamps, new solvent and gasket sealer AND had a cold engine opportunity to make the repair, it has not been a problem but I always lacked at least one of those key ingredients. The 6.0l has a small legacy of this problem and I think that the Permatex 'Hi Tack' gasket sealer is that additional edge that prevents a marginal design from becoming a recurring problem. If yours is not a current problem, I wouldn't mess with it. But I recommend the sealer if you ever take it off.
And I forgot, I used zinc based anti-seize compound on the threads to prevent galling even though my third set of clamps were zinc plated steel instead of SS and not (as) susceptible to galling.
Saw the question about bulletproof on my phone but just sat down at the computer and can't find it so......'Bulleptroofing' means different things to different people but I feel I am 'adequately equipped' with..... COOLANT: a Bulletproof diesel EGR cooler, a new Ford oil cooler at 70k miles on the engine (when I got it...I currently have 140k on the engine), and a 'Siniser diesel' bypass coolant filter. I monitor my temps and ALL available OBD II data on 10" tablet on the dash running Torque Pro (we have a youtube video on that). I change coolant (full flush then add Rotella ELC + distilled water) every 30k as recommended and just did it a couple days ago. FUEL/OIL: I use Motorcraft fuel filters and oil filters and change them religiously along with Shell Rotella oil and add Archoil 9100 oil additive every time. I currently run Ford diesel fuel additive about every third tank and used to run Archoil fuel additive (I see them as less beneficial). I have a manual fuel gauge in my dash connected to the pressure test port on the bottom of the secondary fuel filter to continuously monitor the primary fuel pump and filter degradation (never below 45psi). I have changed the fuel pressure regulator 'Blue Spring' which is supposed to increase primary pressure to 65-68psi but did nothing for me. Min stays 55-60 until the filters are nearing replacement when it might drop to the low 50s. I also use my tablet to display every fuel injection system PIDs on a second screen that has electrical and high-pressure oil pump information. I scan daily when driving (as with all information, you have to know the limits to look for so I have also done a lot of research on the pattern failures and know what each PID should and should not read). I have an EGT sensor. I DO NOT have head studs. At some point, I may but because I have taken care of most of the causes of potential overheating and monitor everything continuously, I am not fearful of having a head gasket problem (those causes seem to be from ALL from either overheating due to other causes or simply overloading the engine which I don't do.) I have an all-aluminum radiator, new degas bottle and new coolant cap (important to have....ask if you don't know). My 'cool side' charge air cooler pipe has been replaced with a metal one. My engine sensor harness was replaced at 190k with a new Ford one (crank sensor wire rubbed causing a no start). I also have 4" exhaust piping and no catalytic converter. I run a light performance tune to overcome the emissions heavy factory tune. In other unrelated improvements, I have upgraded the 110A 'small case' alternator that came on the truck to the 135A large case. I also added the 2nd alternator using an OEM kit take-of from a junkyard for charging my 24V battery. Because I have paid a lot of attention to the 6.0l pattern failures I feel I'm pretty insulated from most of them. The turbo hose problems were a surprise and probably made much worse by the sub-par hose AND clamps I got in my Gates branded kit, then by my inability to get all the right parts and supplies to make the repair on a cold engine...really annoying...
@@WorkingOnExploring I see by long list you've done a lot to reduce the failures of Ford, I should have also been more clear of what "bullet proofing " was to me, mine was a lot more replacing internal engine components along with external coolers and oil filter system. There's a business called Bullet Proof Diesel in Mesa, Arizona where all the parts came from and installed by Dynamic Diesel in Yucapi, Ca. It's a more pricey way to go but at the time (2018) I decided it was the best thing to do with this engine, I'm closing in on 208k miles and looking in doubling that.
Unfortunately, there will be hassles no matter what life we choose... ;-) But they help keep us on our toes! Boy are our toes tired! LOL Hope your toes get a rest soon! 💙Terry and Terri
Very true and the reward is worth it to us, but man it’s nice to just drive, arrive on time, enjoy the uneventful version of these adventures. I (Cheryl) will always remember our rafting adventure far longer than the hassles over these first few days of the big trip.
Such an under-rated channel. I quite enjoy your content. I'm sorry, but that includes watching your struggles. It proves you're "reaal life".
Thank you so much for finding us and sticking with us. One of the Steve sayings is "it isn't all unicorns and rainbows" with the rig and that applies to life everywhere. The rig is our passion but it also shares lessons, so we pass both the passion and the lessons to the channel. We even share the dirt, bad hair, baggy eyes, the goofy old farts that we are...when we're not being too serious. Hope to see you out there exploring as well!
Had a factory clamp break on that same turbo hose, was starting the long climb on Gorman pass in Calif I-15.
This summer I had 4 clamps fail. My first hose replacement from Gates came with two all SS (cheap) clamps. Because the hose was smooth in both ends unlike the Ford hose (didn't have the groove inside the turbo end and the bead on the pipe side). That hose just wouldn't stay on and the clamp bolts had galled and stuck after a couple uses. I went back to the old Ford SS clamps which I'd already experienced nuts stripping out on from removing it to install my second alternator so they worked till that happened again. The 2nd replacement hose I made sure to get one with the right internal molding but was still using some combination of the old weak clamps, inadequate cleaning solvent or no gasket sealer....when I finally got the right hose, new clamps, new solvent and gasket sealer AND had a cold engine opportunity to make the repair, it has not been a problem but I always lacked at least one of those key ingredients. The 6.0l has a small legacy of this problem and I think that the Permatex 'Hi Tack' gasket sealer is that additional edge that prevents a marginal design from becoming a recurring problem. If yours is not a current problem, I wouldn't mess with it. But I recommend the sealer if you ever take it off.
And I forgot, I used zinc based anti-seize compound on the threads to prevent galling even though my third set of clamps were zinc plated steel instead of SS and not (as) susceptible to galling.
@@WorkingOnExploring I carry extra clamps just in case. Have you done a bullet poof on that 6.0 yet?
Saw the question about bulletproof on my phone but just sat down at the computer and can't find it so......'Bulleptroofing' means different things to different people but I feel I am 'adequately equipped' with..... COOLANT: a Bulletproof diesel EGR cooler, a new Ford oil cooler at 70k miles on the engine (when I got it...I currently have 140k on the engine), and a 'Siniser diesel' bypass coolant filter. I monitor my temps and ALL available OBD II data on 10" tablet on the dash running Torque Pro (we have a youtube video on that). I change coolant (full flush then add Rotella ELC + distilled water) every 30k as recommended and just did it a couple days ago. FUEL/OIL: I use Motorcraft fuel filters and oil filters and change them religiously along with Shell Rotella oil and add Archoil 9100 oil additive every time. I currently run Ford diesel fuel additive about every third tank and used to run Archoil fuel additive (I see them as less beneficial). I have a manual fuel gauge in my dash connected to the pressure test port on the bottom of the secondary fuel filter to continuously monitor the primary fuel pump and filter degradation (never below 45psi). I have changed the fuel pressure regulator 'Blue Spring' which is supposed to increase primary pressure to 65-68psi but did nothing for me. Min stays 55-60 until the filters are nearing replacement when it might drop to the low 50s. I also use my tablet to display every fuel injection system PIDs on a second screen that has electrical and high-pressure oil pump information. I scan daily when driving (as with all information, you have to know the limits to look for so I have also done a lot of research on the pattern failures and know what each PID should and should not read). I have an EGT sensor. I DO NOT have head studs. At some point, I may but because I have taken care of most of the causes of potential overheating and monitor everything continuously, I am not fearful of having a head gasket problem (those causes seem to be from ALL from either overheating due to other causes or simply overloading the engine which I don't do.) I have an all-aluminum radiator, new degas bottle and new coolant cap (important to have....ask if you don't know). My 'cool side' charge air cooler pipe has been replaced with a metal one. My engine sensor harness was replaced at 190k with a new Ford one (crank sensor wire rubbed causing a no start). I also have 4" exhaust piping and no catalytic converter. I run a light performance tune to overcome the emissions heavy factory tune. In other unrelated improvements, I have upgraded the 110A 'small case' alternator that came on the truck to the 135A large case. I also added the 2nd alternator using an OEM kit take-of from a junkyard for charging my 24V battery.
Because I have paid a lot of attention to the 6.0l pattern failures I feel I'm pretty insulated from most of them. The turbo hose problems were a surprise and probably made much worse by the sub-par hose AND clamps I got in my Gates branded kit, then by my inability to get all the right parts and supplies to make the repair on a cold engine...really annoying...
@@WorkingOnExploring I see by long list you've done a lot to reduce the failures of Ford, I should have also been more clear of what "bullet proofing " was to me, mine was a lot more replacing internal engine components along with external coolers and oil filter system. There's a business called Bullet Proof Diesel in Mesa, Arizona where all the parts came from and installed by Dynamic Diesel in Yucapi, Ca. It's a more pricey way to go but at the time (2018) I decided it was the best thing to do with this engine, I'm closing in on 208k miles and looking in doubling that.
🤩🤩🤩🤩🤩👍👍👍👍👍💯💯 ❤❤❤❤