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As said above check all linkages / pedal and what not's for binding ect. Also the throttel shaft linkage arm is sitting on the idle set screw and not hung up when engine not running. You can also start the engine with the timing shut down rod cover off and work the fuel control unit assembly...

Just spit balling here so lets start with the gages. They are wrong or you have an over pressure in the system. Most LDT's seem to be running around 30 psi idle and 60 psi high idle. Now that is the specs for minimum performance levels. Now the LDS pump has specs that are higher and over 70...

Looking good. So what are you going to pull with it. When I had my first 915 is was going to delete the engine coolant to fuel line heat exchanger that is under the cab driver side. Being in FL myself not worried about gelling fuel. Thought about just getting rid of it or a fuel cooler in it's...

Yea sorry myself when I had Deuces also had cranes and could easy lift off bed. When the HB is on correct mark TDC and advanced window mark is on pointer the Head red / scrib should be approximately one tooth off to the rear of engine. We only remove Head when the red /scrib tooth is on Head...

My point about the plunger position is that as it goes around to line up with the correct cylinder and up and down to make the pressure for the injector. The delivery valve has to open every time too. It takes 250 psi 400 psi to open and start the pressure out to get to cylinder /injector. Then...

Rusty correct he should have had air /fuel coming out the "overflow valve" on the head. As for anything coming out the injector lines as to where the plunger is will not happen up or down. The delivery valve that opens on each stroke needs high pressure to open and deliver it to the correct...

My 1088 had that set up. When I went straight pipe I got lucky and grabbed a plastic cap off something I can not remember and first choice it fit blocking it off.

Just woke up to early again and read your post again and corrected my thought. Myself fix /change the in tank pump to start with as it going to help with fuel filter changes. Easy to check correct timing if you have not done that yet. Injection Pump Timing | SteelSoldiers

Did a thread showing some of the boots I had but could not find it. Believe some were aftermarket and had no control numbers or manufacturing numbers. I had / got a lot of boots at rallys that were NOS and had numbers. They seemed to do OK. Only had one Deuce with Timken everything else even 5...

Are you still packing the knuckle with grease? Seems like some of the stuff from China does not like petroleum products.

Been a while but if I remember the two tail lights do not match if original. I had to run a separate wire from the passenger side from the passenger side wheel well. Was it the passenger side was just black out and riding lights no brake light so two different light housing?

Yep that is one bad spring. I just make sure when taking off the retainer ring I am not facing the can. I work with my body / face off to the side as much as I can be but still be able to reach the band clamp nuts with my ratchet. Then once the can cap is off I treat it like a loaded weapon...

Yep we have a pressure relief valve on the secondary fuel filter and a over flow valve on the head. The over pressure would have to be set higher than 70 psi. The min. working pressure of the system is 60psi. The over flow always flows because of the hole in it. Here the over pressure valve does...

In this case where it is the service side and not the parking brake side will make it easer. Air up the truck till the air dryer pops off and you have full air pressure. Have you cage bolt handy and nut working free. Flat ground and wheels chocked enough so truck can not roll. Release parking...

Yep got to be careful working with any air brake chamber. Here looks like it is the service diaphragm so you could cage the brake spring chamber and change out the service diaphragm. Problem is most of these trucks have never had any of the diaphragm's changed so my self I would do both to that...

Good question. Did they change the IP? When the FDC is still working the smoke cam and droop screw if it has a droop screw are set for the emergency fuel listed. When the FDC is disabled they would be out of adjustment. After FDC bypass we most of the time have to turn down the fuel by way of...

Yep not all pumps had droop screws but they have a smoke cam. Did not look in TM but believe the degrees were set different if my memory has anything left.

Since the FDC is bypassed the droop screw will just change the main fuel adjustment ( twin nut ). If you want more fuel now do the main fuel adjustment or twin nut. Just be real careful and do not let the inner nut turn at all or the stud will break. Need real thin wrench for inner nut outer jam...