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If I read that thread correctly he didn't do anything to the bottom end aside from balancing and blue printing. All his money was spent on the head, cam and turbo. What really caught my attention was the inefficiency of his engine, 2 gallons for 300 feet sucks. Especially since a Cummins 6cta...

I find it amusing that everyone says how weak this engine is and how few rpms it can turn yet Heath post a link showing a guy BALANCED the bottom end and was able to turn 4000rpms realiably. On top of that he did a very good build on the head with a larger TURBO and was able to make about 500hp...

It's amazing that an actaul engine rebuild is considered drastic. If I suggested doing something like tossing surplus parts in my 1000cc sport bike or '72 small block Chevy without atleast matching piston weights everyone would jump all over me. I guess since the Army did piss poor maintenance...

I think the facts he's referring to are that no one has ever done a proper rebuild. Proper being defined as selecting pistons/wrist pins closest in weight, having the entire rotating assembly balanced , replacing all the stressed bolts(head/rod/main), using a quiality gasket kit and properly...

I fully plan to purchase a second LDS engine for my rebuild. Do I think that I'm going to make a 500 HP 4000 RPM screamer? Certainly not but I do plan to push the engine as far as it can safely go. If that is only 250 HP, great, if it ends up being 400 HP, amazing to the say the least. Really if...

I thought the LDS was rated between 180 & 210 hp. Increasing output to 300 would only be in the 50% range. That shouldn't be too bad.

I was under the impression, after reading through threads all night, that the HG blows because the OE head bolts do not secure the head very well. There is supposedly a video on youtube showing the head floating during normal use. So upgraded head bolts would deffinently be on the list. There...

So if we changed it back to a pure diesel motor we should be able to get more power? I understand the rotating assembly is heavy but it's probably comparable to other diesels in the same displacement class. Most diesels in this class only rev to 2500 or so and they make trmendous amounts of...

"The intake isn't the issue. You CAN get 250hp out of a multifuel... just before you lose a rod or melt a piston." That seems a little silly since Continental spec'd one of the MF at 210hp. I would be inclined to think that since the C and D turbos are 50 years old they are garbage. The fact...

I just don't understand why this motor only produces a little more than .25 hp/ci but can't be tuned to .5 hp/ci without severely affecting its useful life. We're only talking about 232.5 hp at .5/ci. The CR is high and I can see that being a limit but it doesn't make sense that you would have...

I would imagine if you machined enough from the pistons to lower the CR to 19-20:1 you would remove a fairly significant amount of material. This would lighten the load on the bottom end quiet a bit. Would having the rods shot peened be worth it or are they really so bad that the only realistic...

Just being curious has anyone ever tried milling the OE piston bowl to reduce CR? This would have the added benefit of reducing piston weight to a small degree. I don't have any back ground in diesel engines but I just don't see that it would be that hard to get decent numbers from a MF. I would...