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Not for the 5-ton LDS's. See my post #92... Yes, for the intake rockers on said LDS engines.

According to TM 9-2910-226-34 there is only one camshaft, for all of them: NSN 2910-871-5432, P/N 10914595

No, not that question...;-) Still, if you refer to post #652 the answer would be no, Wildchild467 did not see it yet. (According to the list of readers he has last opened this thread on 12-09-2015 at 17:03) But he sure did see this post, and I firmly believe that that is exactly the same kit...

Ahh... I think I know what the next question will be, then. :wink:

May I ask, where did you find info to support that statement? Unless I have missed it, we are still waiting for someone to actually take a stamped #11641736-rocker arm and compare it to the most common #10899107-rocker arm, which everyone seems to have. It sure would be interesting to confirm...

Go to TM 9-2910-226-34, table 3-4: Calibration of LDT-465-1C. For full load @ 2600 rpm it shows 37-34 cc (cm³)/500 strokes. That is 74-68 mm³ per each stroke. G.

Eight...??? Got any pics? G.

It sure would be nice to be able to convert our 134 hp LDT's to put out 250 hp at least, and be more reliable at the same time... Someone should start offering the "MF-Performer-Base-Kit": reground cam (& lifters?); correct rod bolts; stronger head studs; main bearings. G.

Recommend using gloves... (they are HOT!) :-P G.

I'm sure you will feel- more then see- the difference. Been there; done it, more than once... ;-) FWIW, I pulled the valve covers off today and measured the actual cam lobe heights, 1) on one 0-hours, rebuilt 5ton-LDS465-1A; 2) one very low-hours LDT465-1D; 3) one LDS427-2 with less than 2...

Agreed the first sentence. Now IMO, it matters because we have learned that for the LDT you'd better install a pyro and boost-meter, after doing that... like probably the same if we turned-up a 5ton MF, now delivering 230Hp, instead of 175Hp in stock form.... !? So again the same question: what...

Basically we are trying to find an explanation for those 50 extra horses. Mechanical engineer - or not, anyone experienced with these engines can feel (in that body part closest to the seat upholstery) the difference between a stock LDT465-1D and then a 5ton LDS465-1A, pulling the same truck...

This continues to be a mystery.... Checked X-many rocker arms in my pile of (takeout)engine spare parts and also pulled valve covers of three different engines this morning: a LDS427-2; a 5ton LDS465-1A and a LDT465-1C. All are Continentals, in perfect working order, depot-rebuilt between '89...

Different part number is FACT. Different ratio is only a THEORY! ... until someone could measure both and confirm... (I may have to check on mine, tomorrow...) G.

http://www.steelsoldiers.com/showthread.php?43459-ldt-465-1c-vs-lds-465-multifuels-3.html#post484694 G.

You mean no X = no springs..., yes, saw that too, it's just a mistake in that chart there. See TM9-2910-226-34, page B-23 and B-24. It shows application for three different springs along all models. LDT would be part#SP9043, same as LD. G.

You seem to have nailed it.......! Again from the books: ALL model engines use the same part#10899107 rocker arm for the exhaust valves. Code C,D, E and G engines (LDTs, LDs and LDS 427 resp.) also have these for the intake valves, BUT..... Code A, B and F engines (the 5ton Multifuel's) show...

No way. From the books: part numbers for crank, cam and timing gears.... 2815-177-9209 GEAR, CAMSHAFT TIMER: 10889822 3020-311-5332 GEAR, HELICAL: CRANKSHAFT 10889820 2815-808-6989 CRANKSHAFT, ENGINE: 11610173 2815-808-6978 CAMSHAFT,ENGINE: 11610283 ALL model engines including the LDS427...

I'm with you on this. Please let us know your results after "tuning". G.

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...