From: John Brian Seeling (JBSeeling@cox-internet.com)
Date: Mon Jul 26 2004 - 11:11:08 PDT
Mike:
Here's my .2c and my story. I had two multifuel deuces, a -1D and a -1C.
The -1D always had more power, and pulling an empty M105 behind it was no
different than without.
The -1C was always weaker, but I had heard that the -1C and -1D should have
the same performance characteristics as far as the issues of hp and torque.
Neither engine produced much, if any, exhaust smoke. Therefore, I found out
how to adjust the fuel setting at the injector pump, and I "turned-up" the
fuel on the -1C. A photo is really helpful in finding the bolt that adjusts
the fuel setting, but I'll try to describe the location so that perhaps if
you read this e-mail while looking under the hood, you can identify it.
Between the pump head (where the 6 injector lines come up) and the fuel
density compensator/governor (where the fuel line comes into the pump
housing), there is a small, threaded bolt with 2 nuts and a wire safety
setting, sometimes hidden under a sheet-metal cover, that can be used to
adjust the amount of fuel going to each injector. I had to remove the cover
to reveal the adjustment "screw" and the two nuts on my truck, but I have
seen pumps that are missing the little cover.
I then removed the tie-wire (I assume this is a redundant safety in addition
to the lock-nut) that was on the outer nut, and "screwed-in" the inner nut
(clockwise motion, which gradually pulls the bolt out of the pump, revealing
more thread). Just a quarter-turn at a time, then I would drive the truck
and see what difference my adjustments made. When the -1C had the same
power (by "feel") as my -1D, I stopped screwing with my pump, tightened the
lock-nut, put new safety wire on the adjusment nut, and put the sheet-metal
cover back over the fuel rate adjustment setting screw.
With the fuel "turned-up," the truck produces a little more exhaust smoke,
but it is barely noticeable.
I was warned by the list members to be careful with this adjustment because
it is easy to "over-adjust" the fuel setting, which will result in
catastrophic engine failure (head gasket, burned or melted piston, and/or
over-heating). Therefore, I was careful not to go any further than
necessary to get both trucks to run the same. No problems with the -1C yet,
post-adjustment, but I'm keeping my fingers crossed, if you know what I
mean!
- John Brian Seeling
-----Original Message-----
From: Military Vehicles Mailing List [mailto:mil-veh@mil-veh.org]On
Behalf Of Mike Maynard
Sent: Monday, July 26, 2004 12:22 PM
To: Military Vehicles Mailing List
Subject: [MV] Duece Power Question
So our local tractor show was this weekend, and I decided to take my TD6
bulldozer to it (it's a 1948 or so). I got my tri-axle 9-ton trailer
out, and hooked it up to the deuce. With the trailer empty, I noticed a
severe lack in power.... Trailer weighs in somewhere around 5k. put the
dozer on it, weighing in at about 12k, and the poor deuce really didn't
wanna move it too well. Now I used to tow this same setup with my 84
3/4 Chevy... and I almost think that the Chevy did a better job, both
getting going, and stopping the load. Would this be considered normal?
I have noticed a similar lack of power towing an M105 behind it empty.
When the truck is empty it seems fine, but then again, I haven't driven
another one, so its hard to know just how its supposed to be. It does
make me wonder if the crushed fuel line might be causing it.
I guess what I am wondering is how should a deuce handle extra weight,
should it do better than what I am describing? I would think that one
shouldn't notice an empty M105 behind the deuce too much...
Mike
PS 1970 M35A2 with LDT-1C (turbo added by me)
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