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I don't think that is what it says. Read your scanned text again. You multiply the part number by a factor of 10.

TM 9-1819B (page 192) states that there is a factor of 17x between the applied air pressure and the resulting hydraulic pressure.

I never buyed into this tale. An occasional use of ether would wear the cylinders due to burning off oil but sustained 1200 EGT won't?

I don't see any reason why an LDT couldn't do LDS power levels. However, based on your boost pressure, you are WAY WAY beyond stock LDS power levels: stock LDS boost is 4.9psi at 1600 rpm and 9.9psi at 2400. Your rings may simply be stuck due to the excessive piston temperature forming ring...

The chevy oil flow referenced above is at oil pump speed which is half of the engine speed. In other words, the SBC is spinning at 6k crankshaft rpm.

The field method is described in the LDS troubleshooting manual: boost pressure is 20" Hg (9.8 psi) at 2400 rpm and 10" Hg (4.9 psi) at 1600 rpm. Is the LDT boost specified in any of the manuals?

I went to Honolulu for a conference a few years ago and took the wife. Honolulu has a problem with their sewage. Apparently, they pipe it out to sea but it flows back in to shore (read about it in the paper while we were there). We were both sick during our stay after a trip to the beach...

What heads don't fit? This is another potential supplier: http://www.dieselinjectionengineering.com/products.htm This place has rebuilt PSB heads for $299: http://www.mylexinternational.com/otherservices.htm It also looks like they can rebuild your head/ pump.

I did a quick search on a popular auction site and found one for $391.72 with free shipping.

Do a search for the hydraulic head part number on a popular auction sight.

The LDS manual does say that, if a nut doesn't turn, it should be backed off and retorqued.

I've had FAR better luck with loctite than thread sealant where coolant is involved. Especially on those cases where the hole is a little sloppy and the thread sealant doesn't stay put. Do you think that you can remove the affected studs and loctite them only or will you need to redo the head...

Up until recently, I had two heaters: a defrost unit and a fairly large Cat heater under the passenger seat. Worked excellent with the gas motor. Awful with the multifuel (same water temperature). The multi has a water pump much smaller than the gas engine and, near as I can tell, wasn't able...

Your post is a little confusing. The LD/LDT/LDS465-1 had two-hole while the LDS465-1A and LDS465-2 both had one-hole injectors (per TM9-2910-226-34 dated 1974). Seems a little odd that this TM doesn't require that the one-hole injectors should be replaced with the two-hole. Is the LDS...

I haven't done it myself, but next time, ask your doctor for something to make you sleep the entire flight.

There is no "turbo" pressure regulator. The housing on the left side of the block has a relief valve that opens at 40 psi (dumping excess pressure back into the pan) and a valve that opens at 15 psi minimum for the piston cooling nozzles. The turbo is fed off of the same system as the engine...

D4800: Naturally aspirated, 1120°F EGT at full load D4800T: Turbocharged, 1165°F EGT at full load, up to 100kW output @ 1800rpm (134 horsepower) D4800TA; Turbocharged and aftercooled, 1200°F EGT at full load, up to 137.5kW output @ 1800rpm (184.4 horsepower) D5000: Turbocharged, 155 PTO...

The R6602 came first; not the multifuel. Both had two heads. The multi has an obvious lineage with the preceding gas and diesel engines but it was clearly a new and more robust design.

How does this prove that the casting mark belongs to MAN? Is there something in the picture that I have missed?

Here is some interesting info on the valve timing: LDS427-2 (from TM9-2815-204-35, dated 1964) Intake opens at 6° BTDC Intake closes 30° ABDC Intake remains open 216° Exhaust opens 36° BBDC Exhaust closes 2° ATDC Exhaust remains open 218° White D5000 (White 2-155 tractor engine service manual...