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PDF to print, JPEG just to look at.

I can drawer a picture if you like, but, the engine needs to be fired off and ran a bit after the test stuff is installed in order to fully get it right the first time and not unleash the parts cannon on it.

Jack the truck up from the bumper or frame, it might give you a bit more room to slide it out. Even if that won't work, it is only 4, 6mm bolts. DO NOT use silicone on the gasket when you go back together and use sealant on the joints of the block/gear housing and block/rear seal carrier. No...

No need to return fuel to the bottom of the tank on these. There is almost no return. The injectors dump to the pressure filter inlet and the amt of fuel coming from the overflow valve is minimal. When it returns it is not under pressure, just a bit of flow. The only way to see what is going on...

The engines in the 900 series are the thin deck style. Cummins had an issue with cracking blocks between the liners on the early 8.3s. Too much HP will kill it. Hell, trash trucks and busses killed them with only 200 hp with the duty cycle! And the MW/RSV is not as responsive to HP increases as...

We have an A2 900 series dump truck at the Museum. Took a hit on the drivers front, just like the one pictured. Ripped the knuckle off, tire/wheel/knuckle are in the bed. Broke the FW housing, engine gear housing, trans bellhousing, output housing, spring and hangar and more, but the truck...

Look at the front mount where it bolts to the front of the engine and the trans bell housing and all the cross members. A hit like that can cause ALOT of unforeseeable damage. If it were me, I would steer away from it.

I have a V8 300 factory manual somewhere around here, I need to find it, scan and put it in the TM section.

Head gaskets can sound like a squeak but they are normally accompanied by a fluid leak, oil or coolant or both. On the Multi, if the head gaskets are old style, there is a slot in the gasket that exits below the exhaust port for each cylinder. Compression will come out of that slot and could...

In an older 855, WITHOUT the newer "Cealastic" head gaskets, it is almost impossible to get coolant into the oil / oil in the coolant via the head gasket. The only place oil can migrate into the oil from a head gasket is from the push tube cavity or the OP feed to the heads that are connected to...

Not black or thick enough for oil. Possibly fuel. 855 can mix fuel into the coolant at the injector coppers. Easy fix if you have the tool to roll the coppers.

Or an alignment issue. Does the bendix stay engaged after key off? If so, turn the engine reverse rotation and see if it pops out. Dykem the bendix and see what the engagement is.

Is this the one you are looking for? https://www.steelsoldiers.com/threads/cucv-switches-diodes-relays.50551/

You can get calibrating fluid from your local ADS shop. Has the same SG as diesel but doesn't get nasty when it sits.

My Lord, you can tell I am getting old! I confused this with the Deuce forum!

Yup, as stated above, run it and see how things go. The multi does not like to just be started and let idle, putt around. It LIKES to be rode hard. Valve lash can cause compression numbers to be all over the place. If the engine has been idled, things gum up. Run it, maybe do a valve set after...

Still use the recovery4x4 bleeder I made at the museum!

In Ca, yes. Amber on the top front and each lower front corner, red on the top rear and the lower rear corners. Container trailers, yes, not the box. and I believe that red/white reflective tape is a requirment too. For your viewing pleasure...

I think he is down south, SD area.

Just to be clear, The data plate pictured is NOT the 250hp 8.3. That is the NHC, 250 HP, Nat Asp, 855 CID engine.