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So the LDS-465-2 has different connecting rods in? Just trying to sort this out, I was under the impression that rod bolt torque was determined by the rod bolt characteristics, to achieve the proper bolt stretch. I remembering building Chevy engines, the ARP rod bolts had a different torque...

So the 12 point and hex head rod bolts have the same torque values?

Looking in the TM, I see 2 different rod bolt torque values listed. LDT 465-1C 81-86 pound feet LDS-465-A1 81-86 pound feet LDS-465-2. 95-100 pound feet The engine I'm rebuilding is an LDT, with the TD block. I purchased new 12 point rod bolts, so what is the torque value?

This video explains how rocker arm geometry can change lift and duration. Watch "More Through Improved RoPowercker Arm Geometry" on YouTube https://youtu.be/RjaosX63DkM

Here are some photos of the LDS rocker and the LDT rocker. You can see a big difference in the angle. The LDS rocker is angles in toward the center of the rocker arm shaft.

The rocker arm ratio opens the intake valve farther, along much more airflow. This also opens and closes the valve quicker. It has the same effect as putting a bigger cam in the engine.

The LDS intake rocker arms came today. I remeasured the LDT rocker, then with the same setup, I measured the LDS. Their is a big difference. LDT 1:1.5 LDS 1:1.9 some of my measuring instruments are missing, so I used precision feeler gauges. I sure I'm off a little, but their is still a...

I measured the OD and ID of the new LDS sleeves, besides the wear on my original sleeves, everything is the same. Measured the pistons, besides one less compression ring, it's the same. What is different on the new LDS piston is the volume of the piston chamber. I do not have a CC Barret...

Back to the new LDS piston sleeves, I did a closer inspection. In the sunlight, you can see very fine hone marks.

I will measure the ratio of the LDS intake rocker arm when I received them. I have measured the ratio of the LDT, it's 1:1.65

So I'm in the process of rebuilding my LDT, converting it to an LDS. I have a rebuilt LDS injector pump, ordered the LDS intake rockers. The LDS pistons and sleeves came the other day. I pull a piston out of one sleeve today, measured everything, I did notice that the sleeves haven't been...

Great information, I'm going to do this with my bobbed deuce. It used to wonder alot. I'm running the 395/85/R20. Had a worn steering box, so I put a power steering kit on it. This help, 80% better. So turning the shim 180 should fix it. Years ago I built a Chevy truck, put a 6 inch suspension...

He stated earlier that he did not measure the sleeve heights. When he said he heard a pop sound while torquing down the heads, that got me thinking.

What I was thinking, is that it's posable to have cylinder 1&2 at 0.005 above the block deck and cylinder 3 at 0.0005. This would be a 0.0045 height difference. This could Crack a head. Or maybe cylinder 1&3 are 0.0005 and cylinder 2 is 0.005.

Did you check the heights of the piston sleeves to the block deck?

Here is the company that I ordered my LDS intake rocker arms from. http://www.wbparts.com/ NSN 2815-00-178-1184

I was reading TM9-2815-210-34-2-2 Page 144 It is saying that the top of the cylinder sleeve to the block deck surface, should measure from 0.0005 to 0.005. The 3 cylinders for each head should not have a height difference greater than 0.002. This could cause a Crack or leak if the height...

It could very well be a bad head. Did you notice any of the cylinders looking different in color, last time the heads were off?

I found another article on Diesel engine break-in. http://www.woltergroupllc.com/breaking-in-a-diesel-engine/

I found this break-in article, it's for an aviation engine, but the principles are the same. http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/technical-talk/techart08-30071255.html