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I have found that most (at least all that I have encountered) injector issues are due to the pintle being stuck/ sticky. Freeing it up and cleaning it up has been sufficient to put it back in service. There are low cost injector pop testers on Amazon for less than $100 which work fine. My pop...

I have attached two pics of the gears for review.

All, I appreciate your suggestions. However, none of what has been posted makes me feel any better about keeping this differential. I bought what was advertised as in "good" condition from a truck with low miles and this one is not.

Rusty and Mullaney, thanks for the insight. I agree that the differential should not be run as is. What I am wondering is will it likely be OK once the backlash is set properly or should I try to get a differential that is in better condition?

I purchased a deuce differential assembly with the intent of installing an ARB air locker, then swapping that with the one currently in the rear of my bobbed deuce. The ring to pinion backlash is ~0.020" versus the spec of 0.005" to 0.015". While there are shims that can be removed to move...

If you do a "google scholar" search, you can limit results to journal publications. A search for "continental aviation variable compression ratio" yields two interesting papers: "A variable compression ratio engine development" by W. A. Wallace of Continental and F. B. Lux of the Army Tank...

Continental developed a 350HP engine based on the 478 cubic inch "multifuel" engine. Some interesting features other than the power output: Variable compression ratio: a high of 17:1 and a low of 10:1 The BSFC was 0.380 lb/ hp*hr which is actually better than the LDS engine Still using the...

Continental's design literature states that the manifold is heated to improve cold weather operation.

The intake is heated (this is described in the Continental literature). If the intent were to cool thi intake charge, they wouldn't be running the coolant exiting the engine through the intake. I don't think anyone actually proved that the LDS rockers had a different ratio.

Driveshafts have a critical speed beyond which they can whip. Here is a link to a calculator of that speed: https://spicerparts.com/calculators/critical-speed-rpm-calculator

I use a straight section from the lower hose.

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...