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I think that you are confusing two failure modes. Yes, you need to maintain the oil at the bearing and the lack of this oil will result in wiped bearigns (something not reported by those who have blown up engines). However, once you exceed the fatique strength of the fasteners, no amount of...

Apples and oranges comparison. One uses a bolt pressed into the rod with a nut on the cap and the other is just a bolt on the cap.

There have been two types of rod bolts used in the multis: 6 point and 12 point. It appears that the 12 point is in later build engines. It also appears that the failures have been predominately (or even confined to) the 6 point bolts. You can determine which bolt you have by looking through...

When rods have failed, it has been catastrophic with no apparent damage to the crank other than contact directly after breakage. If there were insufficient oiling, I would have expected there to be damage all the way around the crank. Bearings need to have enough surface area (width and...

Reliability reasons aside, the efficiency of the multi drops off significantly at high rpms.

Won't keep an overstressed rod bolt from failing at extended high speed operation.

Just to be clear, the multifuel was derived from the TD6427 industrial/ transportation engine NOT a farm tractor engine. The white/ oliver tractors were a later adaption of the multifuel (with lower compression ratio, Roosamaster pump, etc). The multifuel was a SIGNIFICANT redesign of the...

NAPA part number 269-1194. You will need to cut out a portion to enable it to tighten a little more than stock.

I was able to trigger the air filter minder with a used air filter and the wastegate turbo; never with the C or D turbo. Did not happen again with a new filter. I will be installing a Murphy gauge with pointer to record the actual air filter restriction. I tried the LDS465-2 turbo and it...

This can easily be done with a 4-port HF54 box and either mounting the slave cylinder to the axle/ tie rod or like the 5-tons do with a slave cylinder actuating the passenger side steering arm.

I am thinking about taking the larger compressor wheel from the LDS465-2 turbo and putting it on the LDS465-1A wastegate turbo. Any technical reason not to do this?

Slit the ends of the drag link and get an off-the shelf tie rod clamp from NAPA.

Continental talks about this in their manual for the TD427. They caution that without it, pressure could build up causing the filter to break down sending particles into the pump and damaging the pump.

I thought he said it was dyno'd?

What is different about converted gassers? I put H4 lenses in my 1953 M35 and had no issues?

I've got two "d" turbos on the shelf and both are 3LM-39.

I thought that it involved head modifications?

BTDT. Won't get much out of a bolt-on deal. Need internal engine mods to enable the increased rpm necessary to get full advantage. Back in the day (based on published dyno results in Bill Fisher's GMC Speed Manual), an all out racing engine with a stock reworked head produced 215 to 236...

The Oliver/ White tractor forums suggest pulling the injectors every 1k hours and testing.