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I don't think that there is a joint in the radiator that I haven't had to repair. I am hoping that these repairs last awhile...

Difficult hot start on the PSB injection pump is often attributed to a worn plunger in the hydraulic head.

I've had my radiator out a few times to re-solder the top of the fan shroud to the top tank. By chance, I was looking at a few spare radiators and noticed that those had much greater overlap between the top tank and shroud and therefore greater strength. I cut a new shroud with a jigsaw...

https://steelsoldiers.com/threads/aftermarket-vdo-gauges.197502/

I found a paper authored by White Motor Corp which outlined what was done to convert the multifuel engine into a suitable tractor engine (D4800 and D4800T). You may find this interesting. The military engine was a set of compromises but the basic engine was successful Hercules, after building...

You really don't want to remove any material from the crank or damper as this reduces the interference fit. It is the interference fit and the clamp load that really keeps the damper from moving; not the key. I welded a bolt onto the end of the damper bolt and used that to draw the damper onto...

I don't believe that any of this is correct. The multifuel was designed well after ww2 in 1955 and later used in tractors of mid 1970s to mid 1980s. All are standard threads as noted in the tms.

Difficult hot start is a symptom of worn plunger.

The MAN patent was only in regards to the combustion chamber design. The balance of the multifuel design was an amalgam of Continental's other engines at the time. The engineers designed in a bypass valve with the stated intent for cold oil to be able to bypass the filters.; it would not be...

There is no evidence that this was a design "feature." White Motors fixed this shortcoming when they added a check valve to the oiling system.

I used shim washers to tighten it up and heim joints to allow for flex. No rattles.

New dampers are still available for reasonable cost. There is a hand written note in one of my tractor manuals (using their version of the multifual) indicating that the damper is to be replaced if the camshaft breaks. It is very important for the entire rotating assembly.

The old transmission was a major source of leaks for this truck. Not even a drop now.

Same casting number as the "standard one." The vendor had no idea that he had one with a seal; it just was the one that I was shipped.

This is a military surplus front bearing retainer with a seal. Purchased from a surplus vendor; no, they don't have any more.

A lot of the trailer light converters are unnecessarily complicated involving multiple relays, power from the battery, etc. This one can be done for low cost using three 5A 24V to 12V DC-DC converters. Your lights have a L, R, and tail. Each of these is fed into the 24V input of the DC-DC...

Yes, odometer and hourmeter. I finally got around to programming the speedometer last weekend; very easy.

The speedometer (333-162) and tachometer (437-152) are both VDO Vision; the rest of the gauges are VDO Cockpit. If I could do it over again, I would have used all Vision series which has better lighting. The pics make it look a little harsh but it is not. The tachometer and speedometer are...

Continental really did some interesting research back then. Of particular note is their work on variable compression ratio pistons which were eventually implemented in the "multifuel" platform combined with aluminum heads and an aftercooler. This engine made 350 horsepower at 2800 rpm and 710...

Those of you who like to know the history behind the development of the multifuel and its progression should find the below interesting... Allis-Chalmers Mfg.v.Continental Aviation Eng. United States District Court, E.D. Michigan, S.DFeb 17, 1966 255 F. Supp. 645 (E.D. Mich. 1966) Summaries...