Search results

You usually have what ? Chrome-moly rings ? I've never heard of that. Usually, (as in the normal) rings are cast iron unless specified by the customer since they are so expensive. Of course they are making rings form some crazy stuff nowadays and chrome-moly is a "has been" on the race circuit.

Well I did a little research last night about these rings. First off the hone pattern needs to be more aggressive and not as "smooth" a finish as you normally would have. Second, you need to put that engine under some serious load right after getting oil pressure ! The ring manufacture...

Are you sure the new kits have "chrome-molly" rings ? If that is so then that could be the problem right there. These engines where not designed to use chrome-molly rings. They are too hard to seat properly without the proper hone pattern on the bores, and the correct break-in procedure. It's...

Your engine problem is a real head scratcher for sure. I cannot remember any similar problem before. Now with two engines having the same problem this is getting real interesting. To bad your not closer as I would really like to look that engine over.

Boy, I must have been out of it last night ! I thought I read intake and exhaust manifolds. I spent over a hour and a half looking at the parts manuals ! Part of the problem is I only read what was posted new that day and sometimes the context gets lost. Thanks Gerhard for correcting that. As...

OK, you got me confused here. The M35A3 has a "Caterpillar" engine. How did you use it's manifolds on a multifuel engine ? Also the intake and exhaust manifolds are the same on the 2.5 ton and 5 ton multifuel engine. Are they not ? Not ever owning a 5 ton multifuel engine I cannot say for sure...

What is it that makes them suck ? Are they not sealing ? From what I've read, a number of people have used these pistons and rings and had good results. In the next few years I plan on rebuilding a Multifuel for a spare and it seems these are the only pistons available now.

I really like mine and I'm glad I did the conversion. It really opens up that whole side area like you said ! And it is SO easy to replace (clean) the filter now ! Another plus, you don't get any standing water in the bottom of the filter housing anymore. My seals where getting bad and allowed...

Well at least it was more then 500CFM :roll:. Just goes to show you I don't always remember right and don't want to look up the answer !

If I remember right the A3 filter can handle 800 CFM.

The M35A3 air filter is larger then the A2. Also being outside the engine it is easier to clean. That's one reason why I went with one on mine.

The MAN engines the Transit Department I worked at had the cooling passages in the pistons and oil jets aiming the oil into them. I wished I had saved some to show everyone. I cut one in half to check out the passages.

What pressure did you set your injectors at ? Sometimes you need to go higher then what the TM says due to spring wear.

I believe most people here are aware, but it never hurts to remind them. :D

I'm glad to see this bothers others too ! I will try and find a cheaper priced part and post it when I see "country" post something like "we have that part !" . I thought all selling posts went in the "classifieds" section yet you see them posting all the time in regular posts. Really pisses me...

That's really going back to "old school" . I had to do that to pass my apprenticeship tests, but never in real life.

It's all about the volume of air allowed into the combustion chamber. Even though the valves are the same size, being open longer allows more air into the chamber. Like Mark was saying it is kinda like using a larger lobe cam without any cons for the lifters. The higher the lobe lift the more...

I was wondering what you where talking about :confused: . There where two compression ratios used in the multifuel engines. The 22:1 and the 20:1 . Evidently these pistons are for the 20:1 ratio engine.