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I buried a son nine years ago. You let it go and focus your energy on the things you can change and the lives of your living children.

FWIW, I put the 1.5" cylinders at all four corners in my bobbed deuce and it made a noticeable difference.

You should know that one owner of an LDS powered deuce posted EGT results indicating that it was pretty well maxed out for temperature (ie. NO margin at 175 HP). In the end, those minor differences don't really matter.

Did you not read the data sheets ? The LD-465 had 140HP and 330ft Ib of torque. The LDS had 205HP to 220HP ( do not know why the difference of 15 HP ) and 440ft Ib of torque. By my math that is a difference of 65HP to 80HP . This is the data sheets from TM 9-2815-210-35 . I didn't pull this out...

Which LDS is this for? The -1 or the -2? At the end of the day, it really helps to put all of this in perspective. Any modern engine of this displacement can have the fuel turned up 60 HP without any other modifications. The LDS-2 literature indicated numerous modifications apparently...

Why do you think that it has a different timing curve? Can you point to a TM indicating such?

Are you talking about the LDS465-2? The LDS465-1/A did NOT have 60 more horsepower or different injection timing. The -2 was spun faster so I can see it having a different camshaft. I can also see it having poorer reliability....

Note that the oil relief valves dumps excess pressure into the pan. Even if you were able to access oil upstream from the oil relief on the side of the block, it would still be limited by the relief valve setpoint (40 psi). I am assuming that the LDT465 et al has the same setpoint. You would...

The multi has two oil pressure relief valves. According to TM9-2815-204-35 Figure 19 which is for the LDS427, one at the pump (125 psi) and one on the side of the block (40 psi). I guess that you may be able to adjust the one on the side of the block but it probably is best to get a centrifuge...

What pressure do you need?

Unless it interests you academically, it doesn't matter. You can get "LDS" power out of your LDT.

The intake and exhaust manifolds are the same; the heads are the same (no runner or port differences). I can push my wastegate turbo to 15 psi and not trigger the filter minder thus indicating the air filter is not a restriction. The exhaust on my truck MAY be more restrictive but I have a...

I haven't looked inside of an LDS but my understanding is that the second nozzle was designed to keep the top ring groove cooled which enables the use of low additive oils common when the engine was designed. I have to wonder if this design feature is obviated with modern oils?

How does the LDS avoid high exhaust temps?

Why wouldn't it be prone to coming apart? It is prone to the same lower end failures and head gasket failures.

The minimal horsepower deficit that the stock LDT has versus the stock LDS can be overcome by turning up the fuel.

I ordered a set of hoses. The issue that I've run into is that the brake line tee on the axle (going to the frame) is inverted flare. However, the hose that I recieved has a flate face. Suggestions? Are there different brake tees or is the hose the issue?

I purchased a snap on adapter and it doesn't fit in all of the locations. I ended up building one from double box end wrench and a socket. In building one, I can say that the weak link isn't the weld but the mild steel link between the wrench and the socket.

It is (or was) against state law in SD to be able to disable stop lights.

Full exhaust; no muffler. Quiet in the cab; cant' comment on outside noise.