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Also, stop looking at the LDS-2 as ANY comparison to the LDT. The LDS-2 was totally different, and IIRC not used in any common production truck. It was a prototype that went no where, and had huge changes to the fuel management system.

Meh.... the LDS is marginally more durable because of the pistons? Maybe? The LDTs seem to have a failure issue mostly because of the drivers, and the higher number exposed to abuse. Watch any number of youtube vids of these guys starting them cold and then screaming them up to 2500rpm. Or not...

Yep... and we already covered all of this. The LDT and LDS-1 have the same turbos, blocks, cranks, rods rockers, cams, and injectors. In rebuilt engines the pistons, pumps and timing for either can be found. There is no magic here. We already know, in great detail, what the differences are...

Did you read the thread?

None. Don't screw with it. The LDS was set at the same 20deg as the LDT. Only the LDS-2 had a paltry +2deg. As for messing with the advance/gov springs... I would only do that if you have it done by a shop with a test bench. This is NOT a simple task. Just get a pyro and turn it up a little...

If the increase in the load on the smaller head was so inconsequential, why go through the expense of the larger one? I suppose changing the smoke cam angle to the LDS 100deg from the factory LDT 75deg would be the other side of that coin. I'm certain you are correct, and the increase is...

The best difference I have found... and it is significant. TM 9-2910-226-34 lists the output specs for the injection pump during test-stand certification. At 2800 rpm the LDS-465-2 (A code pump) flows between 47-50cc at 2800rpm and the governor cuts fuel to below 5cc at 3150rpm. The...

Modern lube will do wonders all by itself, but not driving them overloaded and with your foot to the floor while you get shot at should have a nice side effect as well. (Never forget how much of a target those kids were, or how many never made it home.) We have a number of these threads again...

The Cummins? Because you could modify the injection timing so easily to compensate for different fuels. Maybe even a dual or triple injector system. One "normal" diesel mist injector, one liquid MAN style injector and one gaseous injector in the intake for propane or natural gas and a nice...

Merry Christmas! Just a suspicion, backed by the wrist pin talk we had here, but I thought hollow pins were LDT and solid were LDS. I'll look it up when I have time if one of you doesn't beat me to it to verify, but I remember thinking the solid (heavy) offset the lighter weight of the LDS...

Same cam. Same rockers. Same heads. Same injectors. The two pistons have the same compression ratio, and have been found in either engine. The difference between the pistons is the internal oil cooling channel and the wrist pin. Same block. Same crank. Same rods. Read the whole thread... we...

Yep. More boost at lower RPM levels to compensate for the increased fuel. I'm actually considering finding a "D" myself and dumping my "C" just because the "D" has a more robust design. Not really interested in a wastegated pinwheel though, the D will do me fine. The pump pushes more fuel...

Another good reason for overdrive. [/shameless plug] :beer:

Camshaft Fed. stock #2815 808 6978. Same cam. As per post #36

I would just like trustworthy rod bolts and a balanced rotating assembly. Mine is tight, low time and not a rebuild... so it's a little lower on my priority list. Oh yeah... I have the LDS pump as well, so it's a crapshoot what my power is right now.

From all available data, the engines are functionally identical except for the pump/head, timing of that head, the extra cooling in the LDS pistons, and the bigger turbos on some LDS to deal with the increased fuel/power. The LDS/LDT are the same engine in different tune and with different...

Necrothreading... Hey Gimp, did that head make any difference? I happen to have that LDS465 1C pump but the number on the Ambac tag doesn't seem to match either the 101 or the 100 part number. Just curious.

The pump would make the power, the pistons and the turbos would keep the engine alive while it did so... Logical.

My logic on the turbos is this... Any one of the 3 are capable of boost exceeding the engines ability to handle... 25psi+ I don't believe there is a significant difference in exhaust restriction/flow, barring the wastegate which would simply allow for more boost at low RPM levels without...

I just checked back 3 pages and didn't see me mention the water injection... I talk about it enough in that thread I may have slipped and polluted this one. If so, my apologies. I'm going to try getting the baseline, and then follow the LDS troubleshooting manual with my LDT. That's all...