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Yes, it is possible! But...... keep in mind that if you don't also change out input shaft (T22 -> T29) and counter-shaft driven gear (T48 -> T42) it would remain being a 5th direct with a 4th speed closer to 5th and obviously a bigger jump from 3rd to 4th. Here are the ratios for the 3052 and...

Welcome, "next-door"neighbor! Whoever you are.... you came to the right place! :razz: :beer: PM sent.... G.

The most common one, OEM..... Wagner Lockheed FD-3087 Bore: 1 3/8" Inlet: 1/2"-20 Bleeder: 7/16"-20 Mounting bolts: 3/8"-16, 2 1/8" apart Pilot: 1 3/4" Don't know about those other numbers/brands, but dimensions obviously are the same for all. G.

Another one of David F.'s (R.I.P.) great contributions: http://www.steelsoldiers.com/deuce/14549-korean-dueces.html G.

I was going to say bad air compressor until I read this....... What else do you think it could be? There are only two air lines running to- or from- the compressor. With eng. standing still the gov. control output (1/4" tube) should hold air inside, even at only 50psi. If both, gov. AND comp...

Very good! Although I think it could be more than a spring... According to the book the IPs for the 5ton engines (B & F codes) take the HD90EH101A hydraulic head (which is also interchangeable with the HD90EH111A, for the "A" code LDS465-2 engine). From the book again, the pumps for all C, D...

Correct on the 2.5s 13", 5ton clutch is more like 15" No adapter needed since both, 5ton bellhousing AND clutch housing are true SAE#2. Some more info here in this old thread: -ldt-bellhousing-sae-size.html G.

Agreed and I even have a LD motor with the 5ton IP and head, although it was installed in a M109, not a fresh depot rebuilt. But the other way around, has anyone ever had a "fake" LDS465-1A? And there still is the root question: if internals are all the same, what makes a "true" 5ton LDS...

Same Q. here! G.

Can you please clarify this? What else could it be? Are you saying that they did rebuild/assemble 5ton engines to 2.5ton specs and accessories, if it was to replace LDTs? Do you really think they took a LDS465-1A block, left the dataplate untouched but used all internals plus...

Glad you solved that problem....! Now, as for clutch slippage, it can (and does) also happen if enough engine oil is leaking past the rear main seal into the bellhousing. The problem as I see it is that at 50mph, instead of flowing directly down and out at the bottom drain plug the oil gets...

Not necessarily, I've seen late rebuilds come with C or D turbos as well. Or could it be that 5tons have the oil pan's deep sump oriented towards the rear of engine...? Any 5tons known to come with manual steering....? G.

We had this discussed so many times already.... See http://www.steelsoldiers.com/deuce-modification-hot-rodding/34593-what-tires-will-fit-a3-rims.html G.

Yes, that's correct. G.

OK, good job! Keep us posted with details and pics of what all can/must be done to make them live longer.... G.

Here you go... G. Oops.. sorry! Just realized it was missing something: holes in rear plate are slightly off-center (referred to WOA) See dimension added, encircled red.

Thanks, good to know that! G.

:-).... apparently you are the first one to confirm it after I reported about this 3 years ago...! No, I don't think you had to mod. the housing for that! Better consider removing some material from the gear's and clutch collar's faces, to allow for more travel/engagement. Possibly the shift...

See the rear output accessory here: http://www.steelsoldiers.com/deuce-modification-hot-rodding/38338-need-help-obtaining-pto-deuce.html G.