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Since there is no butterfly throttle in a diesel, there is no vacuum and oil won't be drawn down the guides like it would for a gas engine. The LDS465-2 rocker arm had an extra squirter hole. Assuming that it is like my Reo 400, this oil squirter was used to provide more oil to the pushrod...

One tractor had the oil lines; one did not. I have searched MANY times on the internet and never seen this type of setup with the external oil lines to the head. May have been a farmer modification. But, why?

I believe so.

I should have taken better pics... Best as I can tell, the external lines were feeding oil from the main oil galley to the heads. Generally, valve train is adequately oiled from the mist in the engine when running. Note that my pics were of two different tractors; only one had external lines...

More.

This a varied group of pictures that I took with my camera of a White 2-155 tractor. In addition to the external oil lines, there is a bypass filter. There is also a shot of a strange oil line just behind the main oil filters.

If you sight down the outside edge of the tire, the center of the rim is ~flush with the edge of the tire on the M135 rim. The M35 rim centers stick out.

I believe that the lines were from the main bearing pipe plugs to the pipe plugs on the front head and the rear head. I have pictures on my phone; will post them this afternoon.

The tractors have external oil lines to the head.

No different than driving a truck every once in awhile and no different than it would see in service.

I have a few spare engines on stands with radiators. I just run them a few times a year. Makes me happy to hear them run and the process keeps everything lubricated. I drain out the coolant; not sure if that is best or if I should keep coolant in them?

The minimum clamp load for the head gasket should be 4x the peak cylinder pressure. The greater the peak cylinder pressure, the greater the clamp load needs. It would be interesting to do the math to determine the existing clamp load of the stock studs based on the torque applied to the nuts...

Rusty, I reread some of your previous posts and you did claim that the multi does NOT have full flow oil filtration. I am not going to have any way to PROVE that the multi has full flow oil filtration. Honestly, I am at a bit of a loss how to otherwise validate what should be readily obvious...

You wrote: "Jason, it is evident you are not familiar with older engine design." I have owned about a half dozen 270 & 302 gmcs and am well familiar with the block and oil galley modifications necessary to convert them to full flow oil filtration. I have converted two Reo OA331 from bypass...

Sorry, what I posted was for the transfer case of the sprag M35.

I had one in my deuce for awhile. You can install it without dropping out the whole transfer case. Just pull off the front drive cover. I had to make a puller to remove the gear but otherwise it was an easy process.

To put some numbers behind this: The spin on filter, Wix 51458 has a maximum flow rating of 11-13 GPM. There are two parallel filters on the multifuel so the filter flow capability is doubled to 22-26 GPM. Multifuel engines (ignoring the LDS-2 which is rare) have an oil pump capacity of 20...

Why do you think that there is any reason to do this? Bjorn did a test a number of years ago and the pressure drop across the filters was way below 15 psi (ie. all oil was being filtered). The filters are correctly sized for this engine.

The piston nozzle regulator regulator opens at a main oil galley pressure above 15 psi providing oil to the squirters. This is so you you don't have an unnecessary "leak" at idle and have plenty of oil for the bearings at idle. Take a closer look at the diagram at which way the valve is...

In my truck, that middle part rode against the seal and there was clear evidence of wear against the brass thermostat.