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Long-Term Updates - October 2011

Posted in How To on October 1, 2011
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What do you want to know about? Is there something we tried out in the pages of this magazine that you would like to know more about? Send an email to and we’ll make sure we get you an answer.

Line-X Bedliner

We can only account for the last four years of this particular truck’s life, but the bedlined bed is constantly loaded up with the heaviest axles, palates, suspensions, and scrap metal. Though we’ve managed to dent the bed a few times, there isn’t a point we can find where we’ve broken through the bedliner. The Line-X does a great job of protecting our truck’s bed, and makes it more resistant to dents, gouges, and scratches. Our only complaints are how oil has soaked into the bedliner in certain spots and how dirt and sun have faded the shiny black it originally once was.

Auto Parts Store Alternators

We’re not sure if we’re just having a terrible run with them, but our 6.0L Powerstroke (the single alternator system) seems to be eating standard auto parts store alternators (different parts stores, too). We’ve used generic alternators on other trucks with no problems before, but we’ve just installed the third alternator for our Super Duty to have in less than two years. We know the batteries are good (tested with battery analyzer), and we don’t have too severe of an electrical demand. What’s the deal? Do Powerstrokes eat alternators? We’d appreciate any reader feedback from Powerstroke owners on this one.

2.5-inch Bumpstops

We got some questions from readers after we ran a story about shortening a Fox 2.5-inch-diameter hydraulic bumpstop’s travel from 4 inches to just 2.5 inches, and wanted to reiterate why we did what we did.

It’s not uncommon for 2.0 bumpstops to be loaded with spacers and limited to 2 inches of travel, but it’s not often done to 2.5 bumpstops. Our reasoning? We had a truck heavy enough to use the 2.5-inch size, but we had some uptravel issues where we placed the bumpstops, and unfortunately only an inch of travel before contacting and engaging a hydraulic bumpstop. Putting a spacer into the hydraulic bumpstops limited the travel and consequently allowed more inches of “freed” suspension travel before the suspension engaged the bumpstop.

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