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1st gear is attached to the shaft with a spline. 2nd gear is attached to the shaft with a pair of split pins. It is not designed to take the torque necessary to start a deuce up from a dead stop... even when empty. The deuce operator's manual tells you to always start from 1st. Damage...

Don't just quote the part you like out of context! GL frequently has trucks that are too messed up to be on auction by themselves, and are waiting to be grouped together before offering them as a scrap lot. GL owns these trucks, and no bidder has a stake in them. It is perfectly reasonable...

The frame in the deuce flexes enough that it was necessary to use springs to mount the box! If you leave out the universal joints, you will break something.... At the very least, use an appropriately sized lovejoy coupling. And after all of that, you will discover what those that drive deuces...

I think you missed my point. Even though a valve spring is flexed a visible amount, the steel is still capable of handling the bending billions of times without breaking. I have taken apart many engines with multi hundreds of thousands of miles on them, and the valve springs are still the...

Nope. It is purely a maximum RPM thing. Your adjustment on fueling rate affects HP across the whole RPM range. -Chuck

That's pretty close to what we have in the MF engine right now. -Chuck

One thing I have always wished we could get access to is the reasoning behind the various decisions made in specifying this truck. There is a reason why 56MPH, and 2600RPM were selected as the maximum, and the tach's and speedometers were labeled thus. I suspect that it is like the WEP (War...

Yeah but, your entire set of pistons weighs less than one MF piston. -Chuck

Absolutely! But, when the metal isn't being stressed beyond a certain point, it can take the stress essentially forever. Consider the valve springs in an engine. They are being flexed many hundreds of times per minute, and yet they take it virtually forever. Valve spring failures are pretty...

Uhmmm, not usually. These bolts, if they were spec'd properly (and I'd bet they were), should be able to stand this service for practically forever. A well designed engine will die from friction affects (read: wear) long before they will die from fractures. -Chuck

We have seen pictures of quite a few failures, and in all cases, there are a pair of rod bolts that have snapped off. It sure looks like they are the source of the failure. In a couple of pictures that showed up on this list, there was clearly a fault crack in the rod bolt that was old... a...

Not quite. There is a big problem with highly volatile fuels like gasoline. Were it not for the special injectors that squirt a stream of fuel, rather than atomize the fuel, and the deep well combustion chamber in the piston, that keeps the fuel out of the crankcase, the MF would not work very...

One thing I have long thought is it would only take a couple of mechanics, in the rebuilding factories, that were over tightening rod bolts to create a whole lot of time bombs, just waiting [for us to go roaring down the road at 56MPH] to explode. The same goes, only even more so, for a load of...

If your intention was to see which failed first, the rod bolts, or the cap, that would be a very interesting test.... but maybe not all that useful. From looking at the results, the group consensus has been that rod bolt failure is what caused the problem. What we don't know with any certainty...

I don't think a simple filter would do much good.... It would take out all of the pigment, but it would pass the binders, which are in solution. The binders could easily do things like stick up your valves, and your injection pump... It would very likely make a serious mess of your engine...

Thanks for the info John. I had thought certain that I got the 9-11GPM rating from you, but I was mistaken. I guess it is up to westfolk to explain where the 9-11GPM number came from in his post. [Revision] Looking back in some earlier posts, I find the 9-11GPM rating is for a small can...

The standard method is for the oil to fill up the canister on the outside of the filter, and to flow through the filter paper to the inside. The MF's filter block has an oil gallery that feeds the outside of both cans, and the inside of the filter both filters flows on to the various oil...

Page 3 of the LDS426 Trouble shooting guide in the reference section. -Chuck

If I am understanding you correctly, you had your transmission in a forward gear, and you allowed your truck to roll backward. Is that correct? Or do you mean the problem happens when shifting from reverse to forward? If you allowed your truck to roll backwards when it was in a forward gear...

And that could be the reason that Hercules/White chose the spin-on filter size they did. The tractor engine version of the MF was not rated to run at 2600 rpm, but rather something like 2200 rpm. -Chuck