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Agreed (and I noted that in post 176 :)). I don't remember (and I'm too tired to search); was there also an oil pressure issue after the rebuild?

The D4800 & D4800T book actually lists several different pistons: 3-ring: 380045 4-ring: 380407 3-ring: 40-3810302 (N/A engine) 3-ring: 40-3810301j (turbocharged)

I have no idea what pistons that you have in your engine; this you will have to figure out. However, the tractor and multifuel pistons are interchangeable because both have the same combustion chamber design. It is common for farmers to install the high compression pistons in their tractors to...

If the compression pressure is consistent across the board, it points to the same problem/ cause in each cylinder. Not likely to have a crack in EACH hole/ head. Also seems unlikely to have a head gasket sealing issue in EACH hole/ head. Seems most likely a systemic part issue or assembly...

17:1 is the tractor compression ratio. However, this wouldn't 't explain the blow-by. A cracked head wouldn't explain the consistent low compression pressure. Are you guys even reading his posts?

Looks like M-Series Rebuild also offers an oil seal mod: http://www.mseriesrebuild.com/photo_gallery2.htm Looks like they maybe epoxied something to retain the seal????

I have a few of the "new style" head gaskets (Victor 5818 ) purchased from a SS member with those same instructions. However, White/ AGCO sold those same exact head gaskets with clear instructions in their service manual that the head MUST be retorqued.

Hi Rusty, Continental only licensed the "M" combustion chamber; the balance of the engine is all Continental design. If you compare it to Continental's other engines such as the R6602, you will see that it shares MANY features. I have one of the new heads on the shelf and the shield emblem...

Rusty, After reading the manual for the Vanner and Cooper systems: both are designed for powering external 12V loads. I'd say that your Vanner rep was confused.

I have one of the 100A Cooper versions.

I get what you are saying about increased load, higher heat, etc. However, Vanner claims a load current rating in the 60-100A range. If you can't run even modest tens of amp loads without catastrophe, it sounds like a poorly engineered converter or wildly exaggerated capability.

I was completely wrong. Every one of the multifuel injection pumps uses the exact same camshaft: SH9036A. However, it does appear that the plunger diameter of the hydraulic head varies. AMBAC lists the diameter for many heads but I can't find any information for the multifuel heads.....

Why do you believe this will shorten the life? This is what the manual states is normal/ intended operation? Functionally, the battery equalizer is like any other DC-DC converter with the difference that the output voltage is exactly half of the input. As long as you are not exceeding the...

Just a guess, but I think it is far more likely that the LDS injection pump cam has a faster rate of rise than the LDT/ LD. Do a google search for this and you will find a lot of information on this topic. The fueling rates for the different pumps can be found in TM 9-2910-226-34.

In stock, 134 hp, the EGT is quite low. You need to understand that the multi has 134 hp because the design intent was to replace a similar horsepower gas engine. While the multi is not a "great" engine, it is also not as bad you seem to suggest. Turned up to LDS power levels, the multi is...

The multi, turned up to LDS levels (very easy to do) is comparable to a non-aftercooled DT466. I believe that all of the the higher horsepower DT466 have aftercoolers and you are wasting your time not starting here.

Not gonna happen without destroying the engine first.

Assuming you meant 40/50 weight? I read some anecdotal information on ATHS that the engine oil really is better than gear lube because it flows better at lower temperatures. NO idea if this is correct...

Yes, I enjoyed and tinkered with it for several years with the 331 and 400 cubic inch gas engines. My brother had an M52 with the 602 continental. A nice truck and engine, as well.

I love the old gasser trucks. However, there is little market for them and, if you put money and time into one, you probably won't get it back out. Rare does not equal valuable. I'd rather see someone make a truck into something usable and cared for than rot because nobody wanted it in...