The Beast

  

The Beast

 

I own a 2013 Ford F-250 with a Gen-1 Powerstroke diesel.  Last week, I hit 490,000 miles.  You read that right. 490,000.  I never intended to put that many miles on the truck, but after 13 years of driving to bird hunt, it’s what I have.  The last F-250 I had, was sold at 385,000 miles.  (It was a 7.3 diesel, and I wish I still had it.) Now, as they say, its a thing with me.  And, my plan is to keep driving the Beast to see just how long I can keep it flying. 

I have many friends that ask about how it’s going, how many miles I have, and what am I doing to increase the life of the engine? I thought I’d share some tips.  Some are important, some not so much, but I wanted to put them out there.  Pick and choose.  I also know that discussing diesel trucks is like discussing bird dogs, maybe even more controversial. So, keep in mind I am not a diesel engineer, just a guy with a technical mind that gives far more weight to facts, numbers, testing, and science than anecdotal evidence. 

 

I made a few modifications to the basic truck soon after I bought it, such as swapping out the ridiculous plastic 28-gallon fuel tank for a steel 50-gallon tank, and adding airbags to the rear end, but those are drivability issues.  So, on to the diesel engine.  

 

Find a diesel mechanic you trust. It was more by chance than effort when I found Lucas. He was working for a great shop I’d been using for years.  We met when I had some turbo issues at about 150,000 miles, and he did the work.  He doesn’t mind that I ask a lot of questions and stop in and watch him work. After a while, he left that company and started his own business, and I followed him.  He’s honest and I trust him.  I don’t think I’m getting the family discount, but at least I get what I pay for.  Another fun by-product of a good relationship is communication.  Several times over the years, I would call him while on the road and we would discuss this problem or that.  Invariably, his advice would be spot on.  I have his personal phone number and promised to never abuse that.  A few years ago, my truck was overheating while pulling my camper (8000#) up a long, steep (8-10+%) grade in 95 deg heat in Wyoming, I made it to the top, after several pull-offs and cool-downs, and called Lucas.  I described the symptoms, etc., and he was pretty sure it was the fan clutch on the radiator.  Spot on, it turned out.  The Ford dealership said it was a coolant leak in a line to the turbo and they couldn’t even look at fixing it for 10 days.  That didn’t pass the smell test to my non-mechanic brain.  Since it was all downhill to Georgia, I drove it home and let Lucas fix it.  

 

Important!  First, do not use the dealer recommended oil change interval.  Years ago, I started having my used oil analyzed after every oil change.  At that time, I was using the recommended 7500 mile interval (or when the oil change light illuminated). I discovered I was getting the least amount of engine wear (metal particles per 1000 miles) when I changed the oil at or close to 6000 miles- per the analysis.  I have many reports in the database now and I’m confident my engine internals (bearings, lifters, etc.) aren’t coming apart. And, I am tracking trends, so I can catch abnormal wear before it becomes a problem.  There are many companies out there that will do this for you.  The one I use is Speediagnostix.com, owned by Lake Speed, Jr., a true motor oil geek.  (None of the products I mention give me anything. I just wanted to give you a place to start looking.). Also, I use a full synthetic Shell Rotella T-6 5W-40.  Great oil, available everywhere, including Walmart.  I won’t get into the “100% synthetic” vs. “full synthetic” vs. PAO oil here, but it makes a good story involving lawsuits and advertising.  Full synthetic oil is excellent, especially if you are changing it every 6000 miles. Check out “The Motor Oil Geek” YouTube channel and make your own informed decision.  (Trigger warning:  He uses science and numbers to prove his assertions.)

 

In the past, I used the Ford oil filter.  I found, what I think is a superior product- the PPE oil filter.  A larger capacity, with a lower micron filter media to catch more of the oil contaminants. (Go to:https://ppepower.com/collections/oil-filters and make your own decision.). My Gen-1 Powerstroke uses 14 quarts of oil with the PPE (bigger) oil filter.  The Gen-3’s (’22 and newer) use 15 quarts.  

 

Let’s talk diesel fuel.  The diesel fuel in the U.S. is junk.  That’s important to know, because it relates directly to the “Achilles Heel” in my Powerstroke engine.  My engine has a Bosch High Pressure Fuel pump- the CP4.  The CP4 uses the fuel itself for lubrication- specifically the sulphur in the fuel.  When the US started requiring diesel companies to lower the sulphur content in the fuel, they lowered the lubrication for the CP4 pump.  Consequently, the pump will eventually wear and come apart and send metal parts into the entire fuel system (a $10,000-$15,000 repair).   This could happen under 100,000 miles.  There are a few ways to overcome this problem and keep your diesel running. The first is to install a “disaster prevention Donaldson filter” kit just downstream of the pump.  (https://ssdiesel.com).  When the CP4 “grenades” itself, the metal is captured in the disaster kit fuel filter and the repair cost is significantly less, only a CP4 pump replacement. I read that Cummins and Duramax both have the CP4 pump now, having ‘upgraded’ from the bullet-proof CP3 in 2011 or later. 

 

Important!  The second is to never put fuel in your truck without adding a fuel conditioner. These products add lubricity for the CP4 pump, increase the deficient cetane rating in US diesel, clean injectors, fuel freezing in cold weather, and other things.  Three good ones are Hotshots EDT, Archoil, and Power Service.  YouTube has numerous comparison videos to watch.  I have used all three over the last 490,000 miles.  Currently, I’m using Power Service, mostly because it’s available at nearly every truck stop. Convenience is a factor. 

 

The third is to replace the CP4 with the CP3 (older, reliable) pump, and S&S makes a DCR pump to replace it.

 

I use the aftermarket fuel filters from Doc’s Diesel.  They advertise a much better micron rating media to clean the fuel better.  

 

The Duramax and Cummins diesels have their own failure points, e.g. the grid heater bolt on the Cummins, and the head gaskets on the Duramax with their aluminum heads bolted to iron blocks and expansion issues when they get hot.  I suggest watching “Dave’s Auto” on YouTube to learn about these issues and the aftermarket fixes.   It makes a lot of sense to me to fix before failure, if you know the weakness.  As was explained to me once, “Hope is not a plan.”

 

Two other upgrades to think about are a FASS fuel system (www.fass-fuel-systems.com) and a bypass oil filtration system.  The FASS uses different filters in the fuel line to take out entrained air and water and purify the fuel. It would be hugely beneficial to the diesel owner.  The bypass oil filtration system continually takes a small amount of oil and puts it through a very fine filter and then puts it back in the pan.  It’s an aftermarket upgrade to the oil system.  I don’t have it but wish I’d done it at 100,000 miles.  Fuel and oil are the lifeblood of any diesel, and these two upgrades address them both. 

 

I had my original CP4 pump replaced last week.  I was gambling every time I went west, and I started getting nervous driving those two-tracks in the desert or mountains.  I had the disaster kit on it, and I used fuel additive from day one, but for peace-of-mind, I took the hit and had a new, improved CP4 installed (as well as my third water pump and second serpentine belt).  I think the fact that it lasted so long is a testament to the fuel additives. The Gen-3 Powerstroke on the ’22 and newer trucks have an improved CP4 and some other beefed-up items.  I’d check closely before I neglected the fuel additive, etc.  

 

Back at the start of this, I mentioned how diesel maintenance is a hot-button issue.  I get it.  You might get some ideas to get more miles out of your own beast, and I’m not a diesel mechanic.  Don’t forget the crankcase filter, transfer case, transmission, and differential fluids. I do my own transfer case, fuel filters, and oil changes.  The rest I leave for Lucas. 

 

Bottom line: Diesel maintenance is expensive, but so is the cost of a new truck.  I hope to be able to hit 750,000 miles with a new puppy on board. Stay tuned and buy the puppy.   

 

A Dog and a Gun

A Dog and a Gun

By Randy Schultz

 

In the late ’80’s. I bought a used, red, 2-door, F-150 with a V-6, a bench Naugahyde seat, a 4-speed on the floor, and a 6.5’ bed.  It was 2WD with a limited-slip rear end, and I remember I paid top dollar for it- $8000. I loved that truck! It was my main mode of transport back then. Thankfully, it had air conditioning, since I was living in Georgia.  When my wife bought me a Brittany puppy from the “hunting dog” classifieds in the newspaper for my birthday, I knew I was ready to conquer the bird-dog world.  I bought a shotgun at the pawn shop- a 12 ga. Browning A5 with a Cutts Compensator- for the sum of $200.  I ordered some LL Bean hunting boots, the ones with rubber bottoms and leather up top. I found an old plywood box that originally held some jet engine parts.  I cut a door, attached hinges, and bolted them on.  With a little straw thrown in, I had a classy little dog box in the bed of my truck.  For clothing, I figured jeans were fine; I didn’t need gloves, a hat, or sunglasses.  My genetically questionable, "world-class" Brittany was growing up, and when he was a year old, November arrived, quail season opened in Georgia, and I was ready to shoot some birds.  

 

At that time, I was part of a deer lease on 2000 acres in Georgia’s pine country.  The owners decided to clear-cut the pines and leave the hardwood bottoms. Little did I know that it would become prime Bobwhite territory for the next 5 years- until the re-growth got too thick.  I would spend time at work thinking about the property and which area I wanted to cover with my dog.  By the time I arrived home, I knew I’d be leaving the next morning, before light, for the 2-hour drive to the lease. 

 

The next morning, I’d load Rocket in his kennel in the bed of the truck, grab my shotgun and put it in the holder behind my head in the rear window, pack a sandwich, fill a mug of coffee, and back down the driveway headed for some awesome hunting.  I knew every time that truck turned south to hunt that Rocket and I would have a great day.  

 

For several years, I hunted every chance I got.  One year, I made the drive south 57 times.  That was in addition to the weekend NSTRA trials- 10 or 12 trials per season.  Hot, cold, rain, sunshine, sleet, windy, or even snowing a few times, it made no difference to me. It was during that time that I realized I had found my avocation.  

 

It was a simple time.  A dog, a gun, a truck, a place to hunt.  

 

I chuckle and contrast that with today. 

 

I drive at least 1000 (usually 1200 to 2000) miles pulling a camper, in the coldest months staying in motels, sometimes with a friend, usually by myself. My F-250 eats the miles as I churn out 800 to 1100 miles per day.  Too excited to take it slow, I start around 5 a.m. and stop to sleep around dark. In the early days, I’d drive 80+ mph, now not so much. I would hunt states from Michigan to Arizona and up to Idaho, and all the states in between.  When I find a place to hunt, I will unload my considerably better-bred bird dogs, hook up their individual GPS collars linked to my handheld GPS with an integral satellite communication device.  I’ll mark the truck location on my iPhone, GPS watch, and handheld device.  I’ll ensure I have my mapping app on my phone to determine boundaries and mark my track for future reference.  I will also mark every covey (unless I’ve shot birds in this area previously) for a download to my hard drive back home.  Deerskin gloves, a crushable felt broad-brim hat, bird hunting boots, technical pants, a Gore-Tex jacket, and sunglasses to match the cloud cover are also a part of the uniform.  The dogs are off-loaded from their padded, heated, and cooled kennels, and I’ll reach for my bespoke 28 ga., grab a handful of shells to stow in my Wingworks vest, give the dogs a short whistle, and head into the wind.  

 

And yet, all that stuff is really just…stuff.  (Except the gun, I love the gun.)  Am I happier, more excited, or more successful hunting now than I was back in the day?  No. I’m realizing that 35 years ago, I already had all that I needed. Just like that boy or girl in South Dakota who comes home from school, calls the dog, grabs the shotgun, and heads out back to pop a rooster before dinner.  It was much simpler then. 

 

I had a dog, a gun, and a place to hunt.  

 

 

Upland Nation Podcast

Scott Linden and I have a great conversation about bird hunting, public land access, bird dogs, traveling with dogs, camping, and much more!

https://www.uplandnation.com/e/author-blogger-road-warrior-randy-schultz-on-what-counts-goin-down-the-road-and-public-access-hunting/