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Excellent data. Thanks again! I love the 'temp' gauge setup. My first Land Rover has such a temp setup for about five years :-P My excuse is "I was in college" and I'm stickin to it! Weren't the LDS engine uprated to 2800 rpm? Closer bearing clearances and higher volume oil pump I believe. Yes...

Good data :) Time stamps would be perfect lol! Seriously though thank you for gathering the data. Looks like a healthy engine operating under design load. EGT didn't peak real fast and stayed same under cruising load until you got well into the hill and slowed to 45. Boost stayed down as did EGT...

Just so. That's why I put a little mini-hourmeter on the engine itself. Pull the engine and the hourmeter goes with it. Tyvek pocket tag attached for rebuild data for when the times eventually comes along.

I guess the LDS-465 referred to w/210 hp must be the -2 version. I'd sure like to know what the MTBO was intended to be and what they considered normal MTBF. If the multi-fuel capability was a design goal which seriously compromised longevity for military reasons (reasons I agree with BTW)...

If you would include engine hours and mileage (if they are still connected to the engine being overhauled) that would be very helpful. The engine is my LR 110 has it's own small Hobbs meter (I still use the term -- like "Crescent wrench") that's on the fuel control solenoid for true "engine...

Y'all forgive me becauswe I don't know how to drive this forum properly but this quote if from TM America back 27 DEC 09 msg #21 from the thread on "max HO out of 465 multi-fuel" http://www.steelsoldiers.com/showthread.php?45635-max-HP-out-of-a-465-multi-fuel/page3&highlight=hypercycle , to...

What is the DESIGN life of these engines?? How long did the military expect them to last MTBO (mean time between overhaul)?? I've been assuming that the MIL expected something similar to civilian engines but realized suddenly that that is an ASSumption on my part and I have zero data to back...

The short answer is "NO". Yah, the turbos were added to deal with smoke issues for which the DoD was getting grief. And the turbos drastically reduced smoke especially for engines that had been turned up -- when did WarDept/DoD go to seals on the pumps? Did they always have seals? But the...

Yes, 'just the distributor and high pressure pump" -- but what determines WHEN an injector squirts? When the pressure exceeds the injector pressure rating, right? Depending on the specifics of how the pump is designed that can be varied pump-to-pump. We used to hand grind new 'cam plates"...

Question to moderators Several parts of this thread have dealt with turbo differences and injection pump differences between LDT and LDS engines. The LDS 465-2 engine seems to be set off to one side as unique but I'm not so sure it is and I wouldn't mind seeing it included but they seem much...

How many folks are running EGT gauges on both LDT and LDS engines? What are you seeing for max temps at what IP settings? Can we regularize some of this data so we have apples-apples points of comparison? I KNOW I'm not the only one interested in the question of not only what is different LDS...

The simple and smarta$$ answer is air and burn timing. The timing of the burn is <mostly> determined by injection timing but actual intake pressures affect it, too e.g. how much pressure has already built from the turbo and whether you are in the lag rpm range or above it and have pressure...

I'm certainly not arguing that their is a seat-of-the-pants difference and if anyone in the past three yrs of this thread had measured the right things we might have found it -- but the turbo IS putting air in which lets the fuel burn and produce torque and hp -- from what I can see the...

That's an awfully definitive statement that does not seem to be backed up by what I have read in this thread in the past two days and certainly not backed up by any of the TMs mentioned so far. From what I can see these engines are starved for intake air and constricted with exhaust system...

Jason, I think that's a really good point re: common modes of engine failure. Inexpensive stuff to enhance longevity include carefully balancing the rotating assembly, removing stress from the rods (polishing them), changing to ARP bolts and studs for the main caps, increased air intake flow...

And polish the rods to remove the stress risers guys! I've built many an engine on a budget -- e.g. street racer's budget. Simple way to drastically increase rod strength is careful use of a grinder and polishing wheel. The get ARP studs and you've probably doubled rod strength. Street...

Sorry, I'm just buying that these aren't diesel engines. 22:1 compression is high for a turbocharged engine but not THAT high. And my NA 6.5L GM/Detroit diesel has 21.5:1 compression. The unusual swirl chamber is a bit different and appears to be what gives it long-burn characteristics which...

Tom, I think you will agree that doing things like polishing and balancing rods, deburring everything inside the engine to promote oil drain, carefully blueprinting the engine during rebuild, etc. -- all the kind of stuff that Smoky Yunick did way back in The Day can't possibly hurt and will...

Before any body jumps my butt -- I realize I have NOT gotten to the end of this thread yet. However Travis' comments need a comment or two, to whit: As I read the thread to this point there IS a lower compression black-topped piston that is a late replacement piston for the LDS. The LDS has...