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The bearing assembly looks very much like that for the tractor water pump. You can get a kit without the tractor impeller from amazon: https://www.amazon.com/W921350-Water-Repair-Oliver-2-135/dp/B07688PFFD

There was some mention made in this forum about the tractor version of the multifuel having a check valve to prevent the oil cooler and filters from draining out into the pan. Fast forward to 1:45 here to see how it is done: It looks like we would have to add a counterbore and tractor engine...

I replaced the 6 point rod bolts in an engine with the more modern 12 point and found that there is quite a wide variation in rod bolt torque specifications: TM9-2815-204-35 (LDS427-2): 800 lb*in, 66.67 lb*ft Troubleshooting the LDS465-1 Manual (1968): 1200 lb*in, 100 lb*ft Hercules Svc Manual...

At one point, I had the force calculated from the bore and power steering pressure but I am not able to find it. I think that the requirement is 8" for full travel. The threads on the end of the slave cylinder are 0.875 -18NF and the rod end that I used was a Ford D8NN3B539AB which is...

Many have posted difficulty with their alternator overcharging and attributed this to the regulator. I encountered this recently (on alternator after alternator) and discovered that the fault was not with the alternator/ regulator. This alternator uses the excite wire as the voltage sense...

The OEMs who used a lower compression version of the multifuel in tractors blocked off the oil passages in the block/ head and ran external oil lines to the head. Presumably to address the persistent oil leaks. Suggests that this cannot be totally eliminated unless you do the same.

There were two reasons for the custom arm: 1) The stock 5 tom steering cylinder is too long for off the shelf rod ends. 2) There are only two off the shelf rod ends that fit the threads of the steering cylinder. The smaller of which is not rated for the force capable of being exerted by the...

There have been a lot of posts indicating that the "new style" multifuel head gasket with built in fire rings is not to be re-torqued. This is inconsistent with the information in the White Motors service manual... White Motors (and Oliver) used a version of the military multifuel engine in...

The SM420 was eventually fitted with a neoprene seal to reduce leaks. Novak offers a service/ kit to add one to the earlier versions. https://www.novak-adapt.com/catalog/transmission/transmission-parts/sm420-parts/

No, I don't have any issue with the paper element itself. It is the sealing interface (cork) and the o-ring on the shaft that I don't trust to be 10 micron tight.

The button on the LDS427-2 is a BO901 and all of the rest from LDT to LDS are BO903. Ambac specifies that the BO903 is the replacement for the BO901. The ambac manuals also specify that the replacement buttons must be lapped to the plungers. I have NO doubt that anyone with a couple of...

Measuring vertically from the top of the plunger, the only difference between the plungers is the height of the groove around the plunger; about 0.012 taller on the LDT head. The vertical location of all ports is the same. I don't the means to easily measure the "timing" of the ports.

I appreciate the insight, Rusty. However, both of these pumps had the same maximum governed speed: 2600 rpm. Only the LDS427-2 and LDS465-2 had higher governed speeds (2800 rpm). I like the comparison to a distributor on a gas engine. However, on a distributor, the timing of the spark is...

Probably even less meaningful after noting that the cam determines the injection event and those are all the same.

I have wondered for quite awhile why there is a different hydraulic head on the LDS engines. I wasn't able to find any differences in the military or Bosch documentation. It wasn't clear why a different hydraulic head was specified for such a minor difference in horsepower. I have accumulated...

I read part of that thread but it didn't really agree with what I saw here in the truck shops. Based on discussions in two different truck shops, it seems that all they have ever used is 50wt. However, it was your comment that the viscosity should be 50wt "minimum" in that thread that led me...

I've heard of talcum powder being used as well; back in the depression era cars. I hope that my transmission isn't that bad yet. :grin: I put in 40wt engine oil based on the recommendations of the board and the shifting got a little notchy as the transmission warmed up. Straight 50wt is...

I replaced the 40wt engine oil with 50wt transmission oil from the local truck shop. Not really less noisy but it does seem to shift better (or doesn't shift worse as it warms up). The benefit of the engine oil is that the detergents did clean out the transmission and transfer case.

David, There certainly is some slop in the 2nd gear. I don't think as much as what is shown in the video. I can't hear any metal "clacking" sound as I move it back/ forth. Rusty, I was running cheap 40wt oil; going to put the correct 50wt back in and let it be. I have another spare...

Found time to pull the cover off today. There is a strange wear pattern on third gear and a few teeth broken off of the reverse idle gear. Overall, thought that I'd have found worse. I think that I will refill with 50 weight and start planning for a transmission swap next summer or a new...