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All you need to do to get more torque is to downshift. What you are really asking for is more horsepower. How about ONE good engine? ie cummins 5.9 or DT466

I believe that the links above will describe how to convert the FS to FSO using off the shelf parts. The first gen NV5600 had a smaller input shaft. My understanding was that the G56 had the lube issues?

Conversion Parts List

NV5600 to FSO6406A 6 speed Fuller - Page 2 - Dodge Cummins Diesel Forum

I have had no problems with the NV5600 in my dodge, but like the others have posted, it will be expensive to fix. I'd try for something more common and less $$$$$ How about a 6 speed Fuller FSO-6406A transmission?

Can you provide an overview of the best noise reducing mods?

Not that I am working for a university, I have access to a good library. I have been reading up on diesel engine design and technology. The books don't really talk much about multifuel capability (besides the need for higher compression). They do compare combustion pressure versus crank angle...

Additionally, some had drilled throws, some didn't. Seems like a lot of variation for a "contract" engine. Perhaps, it does point to some manufacturers being better than others. It'd be nice to be able to identify this from the year/ model tag on the engine.

I had occasion to see a number of LDT multifuel crankshafts out of the block. The number of counterweights and overall design varied. Anybody have any details of why or when these changes were made?

I have a civilian Reo manual from the fifties and it states that Spicer transmissions should use "SAE #50 engine oil". It also states "no additives designed to impart extreme pressure properties should be used." I asked the local truck shop and they pointed me to the 50wt sitting on their shelf.

Gear oil will work but it is not correct. The proper oil for a spicer tranny is 50wt engine oil. You can get it at your local truck shop.

Not sure what you mean by "frequency issues"? It is due to losses in the conversion from mechanical to electrical energy.

A neighbor lost a leg a few years ago when his son started a tractor in gear. Unless you have the transfer case PTO with it's pump, you are not properly lubricating your transfer case in neutral.

Not according to the parts manuals that I have seen. Straight cut gears are often used in the lower gears but helical are for the uppers.

I find it a little hard to believe that an M135 can achieve 14 mpg. I had a 302 powered 1/2 ton pickup with 3:08 gears and it got 19-20mpg at 55 mph. This is fairly typical based on conversations with other folks running similar engine/ rear gears. You have a lot more weight and frictional...

How is this worse than the mutifuel? There, I've said it. Flame away......

don't forget the money that'll have to be spent on new gaskets.

Caster can be adjusted by rotating the axle forward or backward. You should be able to do it with tapered shims. Adjusting camber would require cutting and welding the axle housing. I have read about it being done on a rockwell but it looked like a LOT of work....

Waukesha used glow plugs in their diesel engines at least as far back as 1950. It is NOT a new technology.

I'd always understood gasoline EGT to be higher than diesel. Also keep in mind that the diesel is taking full gulps of cold air whereas the gas is not. I think the risk is small if you can keep the time on the order of a minute or two and the load light.