I also found new brass fittings for the lower fitting. I added a second nipple for the coolant fill tank in my project.

 

I tried the heat and pipe wrench with no luck. welding on it could shrink it a bit so that maybe the next move.

 

Hooked up our inhereted toy hauler to it and drove to DMV to get it registered in California.

 

Most of those coolant fittings have an internal hex in them. You would use an allen wrench inside them to remove. They are not all made that way but most of them I have worked on are.

 

Cut through the inside with a 32tpi hacksaw blade and then cave it in using a chisel to shrink it down, works for me.
Just be careful not to cut into the blocks threads.
Jim

 

I've done removals that way before, but usually by the end of the process, my shorts are soaked with sweat, and stained a bit from not being able to relax

 

Thanks Jim I hadn't thought of that.

 

I'll get the mirror out and have a look when the sun comes up.

 

Nice rig!!!!

 

Very much so

 

I'll do my best!

ZDDP (Zinc dialkyldithiophosphates) is an additive that is critical to the protection and lifespan of flat tappet cam engines and other components. Especially, but not only, for those running heavier valve springs. This particular oil has a ZDDP concentration of 2400ppm which plenty sufficient for a flat tappet cam engine and well above the concentration levels of today's CJ-4 rated lubricants.

From my research, if one wanted to boost a CJ-4 rated lubricant with a ZDDP additive, expect to pay around $10-15 for only a mere 3-5oz. container. However, dependent upon the volume of oil in the pan, you'll only need to add one container per oil change but that practice should remain consistent; every oil change. That can add up over time.

Power Driven Diesel's ZDDP-boosted conventional oil is $6 per quart or $70 per case of 12 quarts. Their full synthetic 15W-40 is about $10 per quart or $126 per case of 12 quarts.

Other good, high-zinc oils to choose from are Brad Penn (Penn Grade 1), Joe Gibbs (Driven) and Schaeffer. These oils have been around for decades and are spoken very highly of by those with competition engines; sled pulling, drag racing, etc. These oils are a bit more expensive than PDD's conventional oil. Expect to pay around $10 or more per quart for these as they are either full- or semi-synthetic formulas.

I'm not going to attempt to sell anybody on this product but I've done hours of research of many oils. Comparing Shell Rotella and the likes, all now are only refined to a CJ-4 rating and therefore have zinc additive levels that don't even come close to the oils mentioned above.

Amsoil has racing and marine oil which is said to have high levels of zinc as well but I couldn't come up with any information to prove so.

FWIW, Zach Hamilton personally runs Joe Gibbs, Rotella Synthetic or Schaeffer in his vehicles. This wasn't necessarily a recommendation but a starting point for the research.

The only reason I chose PDD's oil is because I'll be using it during the break-in for my engine and a high-zinc oil is highly recommended at least. Most break-in specific oils will have high levels of the zinc additive in them for that reason. Since the typical break-in period is about 1,000 miles, the pill for PDD's oil is a little easier to swallow. After all my research, I'm still undecided about switching to Penn after the break-in or to continue with PDD's.

I would run one of these oils in any engine up to 2007 without after-treatment (DPF, Urea injection) and only if the catalytic converter has been removed and can at least be reinstalled for inspections or emissions testing. The high zinc can foul these after-treatment components very quickly. As some of you may have an idea, those components are very expensive.

 

Installed a transmission fluid filter for the NV5600 from Quad 4x4. Looks to have plenty of clearance from the exhaust.







The injectors came back out to have thinner sealing washers installed, ~.022". Injector and injection pump return lines installed. Then drizzled some oil on the front gear train before closing it up with the timing cover.

 

Replaced my '89 steering shaft with a Borgenson

 

Jimbo....I installed one of those quad 4x4 PTO cover filters on my NV4500 about 6 years ago. Changed the filter when I converted from 2wd to 4wd. I have not had any issue with it, and it does seem to grab crud out of the oil, so that can't be a bad thing.

 

Well yesterday was the big day...had to be out of the old house by 11am. Wanted to be on the road by 7am, but we were up to 1am loading vehicles. Then up again at 6am and finish loading and cleaning. We got on the road just after 10 am.

Patches was loaded to the nuts, then wife's Caliber on a U-hual tow dolly...reserved a trailer but they screwed me over... then the wife driving my 68 chrysler wagon, also loaded to the nuts. We caravaned up and arrived about 11pm. Huge rain, thunder and lightening storm about 2 hours from our destination. Lights and wipers not great in wagon, wife was in tears and only able to do 60Km/h and even then she said she couldn't see the road...just following my taillights.

Anyway we made up here, are homeless for today and half tomorrow. . But Patches did great...19.1 mpgs!

Tomorrow the new chapter in our lives start