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or you could just replace the gauge and magnetic pickup with a new Stewart-Warner setup and avoid the Cat stuff altogether.

when i was considering electric fans for my engine swap and oil cooling needs, i found these guys via google: Scott's. i exchanged a few emails with what i was looking for; they seemed real good to work with, willing to get me exactly what i wanted, and the prices were great IMO. in the end...

looks like a condensor and not a radiator, to me.

most of this was already brought up to the OP but was quickly dismissed. thanks for your input and experience.

this look OE or 'modified'? i'm guessing that it could be a voltage regulator and is using the +12V field wire that would normally energize the regulator/field as an 'ignition' source to open the fuel solenoid. (... just a little bit more speculation for you...)

the electric compressor system will need to be quite large and likely a dual system. likely something similar to the Viair dual 450 setup if you are trying to match/replace the cfm of an engine driven compressor. otherwise, i'm not sure why you would want/need an electric system to augment...

looks like a voltage regulator to me.

i'd call a diesel injection shop and ask 'em what it'd cost for them to take a look at it. they'll also likely be quite familiar with it and could give you some pointers.

i vote IP; even if you had 4 bad injectors, two functional injectors will still be firing and kicking the motor over with the amount of cranking that you've been doing. i don't think you're getting fuel out of it. i'm not sure that it's bad, but just what it sounds like from this side of the...

FSO is an Eaton/Fuller trans; S=single countershaft, O=overdrive (if non-OD, then it will just be an 'FS' trans). then the numbers are like 5065, 6085, 70-something and on... the first number is the number of gears; 5, 6, or 7. the next three numbers are the torque input rating; ex: 085 =...

yes. but it is too long and hard to fit onto SAE engine adapter. worse. the G56 is a mistake. it has a much taller 'L'-gear and has lubrication issues which lead to suspect reliability behind high HP and/or big GCWR. many guys that are serious about hot-shotting with their G56 equipped...

doesn't have one.

i found: D-max: 180 stock, up to 270 ported Ferd 6.4: 170 stock, up to 230 ported Ferd 6.0: 163 stock, up to 200 ported CTD 24v: 160 stock, up to 200 ported CTD 12v: 160 stock, up to 250 ported so, i'd say the D-max has a good advantage over stock Cummins heads (since the Cummins are...

someone video this technique working in a deuce.

i just used a lug nut threaded onto the end and a pry bar. i think the flat 'wonder bar' worked the best. some popped out without much fuss while a couple were pretty stubborn.

why not? they're all 4 valve heads... what are the comparative flow numbers? what about the flows for the 6.0 and 6.4 heads? i've honestly never seen the flow numbers compared, but you made the statement so i am just challenging for more data.

ATW intercoolers are more effecient than ATA 'coolers across the entire range. seriously? even though it's evident where your loyalty lies, such a broad statement removes most of the credibility of anything else you just posted due to the enormous generalities and, for the most part...

the new Fords do.

well, if the crank is still in one piece, the it should continue to spin the accessories and provide pumping power. and broken rods flopping around chewing up the block should provide some wicked engine braking. however, if the engine and entire rotating assy completely disintegrate, then you...

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