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I would be willing to bet those special end were put on with some kind of a stamping machine at a factory. Not compression fitted. When they work right the end will spin so as not to put a twist in the line when you tighten them down. Also the ones I have done do not need to be over tightened to...

You could also just do away with the primer pump / flame heater.

You have to be care full of what bottom ports the primer is tapped off of. One of the ports is the high pressure and if you open the primer with the engine running it will peg out the primer gage. The problem with that port and pluming the primer to it is if the hose gets a hole it will be under...

Yea should not be that hard to trace down air leaks. The way your fording kit is now it shuts off the engine road draft tube and supply's the air with just one pull of the cable. Does your power steering pump have a vent? It needs a water tight filler cap if you do not already have one.

If your talking about the injector return lines then yes goes to the overflow valve and back to tank. Does run through the fuel filter over pressure relief valve but back to fuel tank. But don't forget there is no pressure coming out of the injector at the return lines /fitting. Some say they...

Can you post a pictire of the lines you used and of the tips. The Deuce injector line tips are not the standard compression type and they could leak if the end was damaged. As for the line blowing off the end fitting I can not see that happing they way they were designed and put on.

:driver:Attitudes it's all about your attitudes around here. Jack & Jill drove up a real steep hill to fetch a pale of water in there Deuce. Good thing as they had a good attitude and the Deuce never lost oil pressure.

Yep if it was bumped or rolled in gear and shut down left in it could drive away ghost rider style. Even worse ghost rider and wide open throttle.

I checked mine on the 1088 and looks like I need a pair. Thanks for making these and PM sent.

Good info for the newbie's that do a search if nothing else. We see more OP's not leaving the stop cable pulled out and motors going to wide open throttle because of a stuck fuel control assembly's.

Here is a pic of just a standard locking pull type I googled for 18 bucks. You can get a locking one that when you leave the truck after use it stays locked in the shut down position. We want this so if the fuel control assembly ever sticks it is stuck in shut down not wide open throttle. Now...

Yep Allen you got the hard stuff down pat now. Next truck you get bet you could take out the whole injection pump clean it and put it back together.

Nice thought there Russ but boots for the Deuce not your 5 tonner.

Yep just wanted him to check it if it was the quill shaft that is broken. Real pain to have to go back in and simple to check before head install. Just like turning the head upside down to check if plunger sleeve is floating free.

Sorry I have problems with my communication skills this week. Here is a pic of the fuel control assembly. This is the part I have found to get stuck most often. You had to remove it to get the head out. Now if the plunger sleeve was stuck to the plunger the fuel control would not move freely...

OK but where is the pic of the truck and trailer? Oh wait now I see it next to the girly girl. Yep tow rig looking good.

As Wes said the problem with the MV stuff is the high pintle. I would relocate it in a heart beat before going electric.

Sorry to derail your thread. If you could please let us know what you find that caused the wide open throttle and the problem that it caused. The wide open throttle problem has happened may times to others so don't feel to bad. I have always preached to leave the shut down cable pulled out. I...