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Old 09-10-2016, 05:33 AM   #31
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Originally Posted by American View Post
Hey Goatherder,
Fantastic information. I can not believe how bad the 6.0 have been talked about on this site and others...it would be interesting to get them in a room with this guy. Thanks for sharing. The guys in the shop always have the best information. I thank you again. Auction is today. I will shout out with my choice.
Why is it so hard to believe that a group of DIY'ers would recommend against taking a bite of a giant turd sammich?
Most of us aren't advanced diesel techs. Most of us are doing the work ourselves. Goatherder is obviously a badass gearhead to even deal with all that. More power to those who have the money and ability to tackle such a PITA.
The 6.0 is a nightmare to work on and keep running.
If we were a ford forum, I'm sure the "brand loyalty" factor would have us all extolling the "virtues" of the engine. When SO MANY much BETTER choices are available, of course us regular forum users are going to mention why the 6.0 is best avoided.
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Old 09-10-2016, 07:56 AM   #32
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So...we got a bunch of 6.0's, some shaky 7.3, and a Chevy Diesel 6.6 and a 4.8 v-8 gas. Any thoughts on the last two?
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Old 09-10-2016, 08:58 AM   #33
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and when I first started this site many people said "oh my god the AT545 is the death of the world..".. and a "DT-360" is way too under-powered and you need a DT-466...

ive driven 8000 miles on the 2 I mentioned above through the poconos, apps, smokies.. and a lot of flat ground.. no its not a speed demon.. but it hasnt blown up.. (a member here runs his over the rockies!).. the only thing to leave me stranded was the air-brake compressor.. (consequently a ton of people on this site say.. 'air brakes are the best!'...)..

im beginning to think there is a lot of fear mongering that goes around here because people read alot of googled-data...

yes I agree if you dont turn wrenches then stay away from the ill-fated drivetrains.. but beefing up a 6.0 doesnt look like it takes rocket science.. maybe I say that because ive built quite a few gasoline engines and rebuilt one diesel...

after all the 7.3's (T444E) had their own set of issues too.. (wiring harnesses anyone?).. from what I read also leaky oil seals are common on the DT-360 and some versions of the DT-466..

what about the 'E' common rails that cause huge issues if the oil pressure isnt perfect or the oil was let to go dirty...

my point? it surely seems like every engine has had its issues that are blasted all over any given forum.. yes the 6.0 had more than some.. but its also good to know that it is fixable.. there are 6.0's out there with lots of miles on them too...

get one that hasnt yet failed and runs good, beef it up and drive it.. stay away from the busses that say 'VT-365 Not running'... there are about to be a ton of 6.0 IC busses fairly cheap on the market because of the hate for the 6.0.. many are starting to age out as we speak...

-Christopher
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Old 09-10-2016, 10:36 AM   #34
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Yeah, the 6.0L does appear to be fixable, by all accounts. That said...

=>>DO NOT buy one in a short bus that's been overheated and needs new head gaskets. You cannot get the heads off this motor with the cab on the chassis. And I have no idea how you would pull the cab off a van-based short bus, given the way the thing is built. You'd probably have to pull the entire engine out thru the front.

=>>DO NOT buy one unless you plan to do the "bulletproofing" procedures yourself. I could see EASILY spending $3-$4000 if I were to pay a shop to do this. Anybody that turns a wrench these days thinks their time is worth $80-100/hr. There is alot of hours in doing this on a van.
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Old 09-10-2016, 10:59 AM   #35
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I would agree with the van chassis.. unless its possible to pull it from the inside of the bus but still a royal PAIN!..

any bus i have looked at was a full conventional which all things considered are pretty easy to pull engines apart in.. the only way I would buy one is if its running good at the time i bought it... like i say alot of those busses are just now coming on the used market.. some cutaways in a van chassis but also a lot of IC.. especially BE's...

some people like the IC BE because it has flat floors inside and still was made in a high top.. the BE was a bit lighter duty than a CE is however they also cost less so prices on them used are lower in general.. I see MANY BE's with the 6.0 (aka VT-365)..

-Christopher
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Old 09-10-2016, 11:01 AM   #36
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No guarantees on any used engines and they all have their own quirks... but...playing the odds to your favor by going with the most proven and reliable drivetrain you can find/afford makes for a very good start.
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Old 09-10-2016, 11:24 AM   #37
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so what are these bullet proofing mods you speak of?

from someone that abuses the my drivetrain with the rockies?

i've just noticed that i cracked my exhaust manifold this summer, probably a few trips back prior to my oil cooler addition. she had no power after running her hot.
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Old 09-10-2016, 03:50 PM   #38
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Thank you everyone for your help.

We had some folks come in from down south and bought the main lot of buses. I had my eye on a few but got outbided on even the less desirable ones.

So, at this point. We are in the market for a short bus if anyone has any leads.

THANK YOU EVERYONE FOR YOUR HELP GETTING US TO RHE AUCTION TODAY.
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Old 09-10-2016, 04:12 PM   #39
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Here's a tip: try to get a 99-03 Ford w/o too many miles from someplace the cars don't rust. These have the 7.3L eng and 4R100 trans. 7.3 L power stroke's are awesome. 4R100s die from heat, so if you get a good runner, immediately install the biggest transmission cooler possible. Then change to synthetic trans fluid, and install a filter in the cooler line.

Then ship the ECU to Jody at DP tuner, and have him reflash it. He will tell you what you need to know
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Old 09-10-2016, 04:23 PM   #40
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arent the 7.3's the 'T444E' used in many international busses? I always think a good transmission cooler is a must..
-Christopher
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