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Especially when it works well!

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...

Surface vehicles NEVER see anything close to continuous duty!! The very thought is hilarious. "Continuous duty" by Cummins definition is commercial marine duty where the engine will see rated power operation continuously for multiple days of 24 hr operation. Think offshore fish boat or 24-7...

I would argue that turbines (Brayton cycle??) are not comparable 'engines' and you sure don't want to feed them fuel! A true multi-fuel replacement might be built using a Cummins "B" or "C" as the basis but would require new pistons and cylinder heads and engine development is way beyond the...

I won't belabor the point but I'm not convinced that cutting smoke was even the primary reason Continental added the turbo. Better fuel efficiency and more hp had to be way high on the list. It was the '60s, remember? EVERYBODY wanted more HP and the builder's were delivering. The small...

LDS is turbo -- No superchargers that I've ever heard of. A Whipple or Paxton supercharger would be a serious upgrade IMO for these engines. Boost right from the bottom where engines stresses are still low. Turbos produce max boost at higher rpm where centrifugal stresses are ganging up with...

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.

Somebody should talk to Brooks or similar about the pistons. They could certainly be reduced in weight w/o problems by a piston outfit that knows what they're doing. Should be that expensive either. I'd talk to a good piston guy first before putting them on a mill but once you figure out...

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...