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Well, I guess I don't need to post a link to my channel for you then.�� I'm still collecting parts for the Cummins conversion. No idea how long it will take me. The LDS465-1A originally had a different camshaft allowing more lift and duration, higher ratio intake rocker arms, pistons with more...

Matt, I've had locking hubs on my front axle for years now. I would suggest doing an upgrade to a better engine if your goal is to make your deuce like mine. I got 28,300 miles out of the LDS I installed when this thread was started. It actually pulled the #4 liner down into the oil pan and the...

Rusty, you just need the flexplate off of an LDS465-2. Mike Parra has one he doesn't need.

Nope, you got it. They do replace the original bases.

There are two filter bases Napa offers. One is a 1"-12 thread, one is a 1"-14 thread. I use the 1"-12 base for my primary with a 3418 filter. I cannot recall the number for that base right now. My secondary filters are 1"-14 thread. Filter base is a 4770, secondary filter is a 3406 and final is...

For what it's worth, I have my truck titled as a 1969 Kaiser Jeep pickup, with medium duty truck plates, and I haven't gotten any letter. No special military registration for me, so I doubt I'll have any issues.

Sounds like bad points or condenser to me, not spark plugs.

That's about all you can do. Now think about pulling the oil pan to have a look before you pull both heads. You could just have one damaged piston with a broken skirt or something that really doesn't make it necessary to pull both heads. Or You can just dive in waist deep, tear it all apart, and...

Well rusty, I certainly appreciate you spending the time on my behalf. However, I do think this is one of those things I have to answer for myself. I saw a drastic difference in performance between the two heads, the plungers have slight variations, and te 90101 center bolt is a hair longer...

I would still check the turbo before I pulled the heads off, if you haven't already done so. A turbo can eat it's bearings real fast and put shavings into the oil. Same for crankshaft bearings in the air compressor. While it likely is your rings, it would be a shame to do all that work because...

Right, I forgot about the relief valve in the boost pump. So you have three relief valves to check.

Ok, so why the different measurements the with a plunger the same diameter and length? With my 90101AR head, I was running a max boost of 18psi, but when I installed the 90100 head onto my pump it was only providing enough fuel to give 5psi of boost max. It basically put me back at stock LDT465...

I would check the pressure relief valves for debris or corrosion. One on the fuel filter head and one on the forward side of the hydraulic head. Would be a shame to replace a whole injection pump over a dirty pressure relief valve.

I guess I'm going to have to post the pics here, buy my god is it a pain sometimes.

I took measurements with calipers. The fuel helix on the LDS plunger holds more fuel to distribute on the same stroke length.

I probably will. It's way easier to post pics to Facebook than here. I was snapping pics and posting them as I went. While I have not posted a picture here in probably a couple of years, it used to be fairly troublesome from my phone ( I don't have a computer).

It very well could be caused by a worn turbo, but it could also be a worn air compressor, one or more cracked piston rings, cracked or burned piston, etc.

It has been much too long, but I'm back now. I'm going to try and be more active than I have been. I discovered Facebook and it sort of absorbed me for quite a while.

Holds the outer park brake shoe against the adjusting bolt. Yours is broken.

If you tightened the fuel lever bridge too much, the fuel lever may be sticking in the shutdown position.